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TIIK
STREET RAILWAY
REVIEW
VOLUME XV
1905
CHICAGO
KENFIELD PUBLISHING COMPANY
45-47 PLYMOUTH COURT
INDEX TO VOLUME XV.
PAGINQ BY MONTHS.
J..T.UU1V 1- ?0
February 71-130
M.ir. li 131-196
April 197-268
Muy 26»-334
Juiii- 335-400
July .loi-ieo
August 461-616
Sepi.-mber 617-604
I' . : ■ 3 605-724
■ ■ iir 72B-786
.\ . . mber 787-S48
Uecember 849-904
Accidents
Acildi'iit In ChU-njro. Kluvaied Rail-
way
to a Cross-Compound Engine,
(Reagan i
A Peculiar
Workers. Trio of Fraudulent...
Accidents. Recent
and Their I'reventlon, Knglne..
Three Recent
Accountant's Question Box. The....
Tribute to Mr, Brockway by
Accounilng, as Aid to the Operating
Department (Leussler)
Correct
Interurban Ticket (Pardee) ....
Lotteries In Aid of
Standards. Possibility of Inter-
national
Willi l-'our , Departments
(Bcardsley)
Acland, R. L. (portrait)
Adam Couks Sons
Adams. H. H. (portrait)
Adjustment of Damage Claims, The
Personal Element In the
(Rockwell)
Administrative Ability, Municipal.
Advertising Literature 514, 848,
Poster
White City
Affairs, Sad State of
Air-Brake Order, Baltimore
— -^-Order for
Recent Progress
Air Compressors, Prize for
Portable Boilers and
AJax Metal Co
■Albany Grease" Trade .Mark, The.
Allen, C. Loomis (Address of the
President)
Allls-Chalmers Co
Appointments
Steam Turbine, Blading of the..
Steam Turbine for the Brook-
lyn Rapid Transit Co
Allison, Giles S
Allernators, Weslinghouse Belted-
Type Rotating Field
Alton, Granite & St. Louis Trac-
tion Co.. Equipment for the..
Aluminum Excursion, An
American Railways Co
Railway S'upply Co
Steel & W'lre Co
Ventilating Co
Ambulance Chasers, Fakirs. Mallg-
erers and (Pratt)
Amesbury Trolley Wheel, The.*26u,
Amsterdam - Haarlem Tramways
System, The
Amsterdam, Holland, The Electric
Tramways of (Guarlni)
Amiiseiiient Machines for Street
Railway Parks
Anchors. Miller
for Fence Posts (Miller)
Instructions for Installing
Stombaugh Guy
Andersun Manufacturing Co., A. &
J. .M
Patent Cushion Non-Return
Valve, The
Angerer, Victor.
Special Tr.ii k W^ork
Anniversary, Crane Co.'s 60th
Announcement. Change in Editorial
Staff
Announcements, Removal
Answers .ind Questions, On
Antl-Frlctional Metal. A New
Appleyard Situation in Ohio
Archer .\ve. Terminal of the Chi-
cago & Joliet Electric Rail-
way Co
Arc Clrcuiis. Locating Breaks In
Series
Armature Buggy, Convenient
Armstrong Journal Oiler, The.'lDl,
Arnold. B. J. (Methods of Increas-
ing the Capacity and Reduc-
ing the Noise upon the Union
Elevated Railroad of Chicago)
Arnold Co., The
Arnold Report on .Municipal Street
Ry. of Chicago
69
140
822
94
•57S
329
262
597
477
e294
314
e211
•764
e478
e418
762
21S
681
606
272
285
904
•453
680
366
601
606
e867
124
•196
656
•45S
•406
629
32
•899
•836
664
•454
•327
326
658
660
684
•128
772
398
•18
•17
•324
128-
•398
•457
617
•130
63
610
e660
267
e662
•244
94
•508
•385
704
•183
190
339
Artificial Proillcs In Chicago e4S0
Artisans, Summer School tor 333
As Others See Us 607
Assessment Bill, Tennessee 381
Association.
Accountants Street Railway..., 417
Proceedings of the 766
Proceedings Ninth Annual
Meeting 705
Program 669
American Railway Mechanical
and Electrical.
Third Annual Meeting of...
618. 658
Membership of the 768
New Members of the 724
OHlcers of the 605
Program of the 559
Question Box of the (Mow-
er) 775
American Railway Engineering
and Maintenance of Way,
Sixth Annual Convention of
the 168
Officers of the American... 623
American Street and Interurban
Railway. Proposed Consti-
tution and By-Laws of the.. 576
The Transportation Depart-
ment of the 744
American Street Railway 559
Announcement 509
Committee Meeting 391
Conventions 704
24th Annual 70S
Proceedings 24th An-
nual Convention 686
Correspondence 146
Discussion of Papers by
Charles F. Scott and W.
B. Potter 769
Membership Committee ... 146
— ■ — Executive Committee Meet-
ing 91
Work of the 561
New Memb^s 724
— — Program 559
■ Reorganization Plans.. 261, 561
State -Association and the. el49
Birmingham Mutual Benefit.... 595
British. -Vmalgamation of the. e480
Program 900
Canadian Street Railway 37
Claim Agents 465
First Convention of the.... 663
Colorado, .\nnual Meeting of the 766
Directory of Street Railway 126
Indi.-ina Electric Railway. 57, 58,
103. 135. 284. 347. 387. 744, S07
Industrial Beneluial 260
Interstate Electric Railway.... 322
Iowa Slate 212, 305
Mechanical and Electrical, 101, e419
New Members 681
Program 417
Question Box (Mower), 832, 889
Montreal Street Railway Bene-
fit 449
Annual Picnic 564
Mutual Benefit (Ross) 265
' Name of the e420
Newman Properties 105
New e24
New York State. Twenty-third
Annual Convention of the
Street Railway •406
Northwestern Electrical (port) 82
Officers for 1905-1906 768
Ohio Interurban Railway, 40,
no. 174. 247. 379, 445, 802, 870
— - — Railways Protective 763
Reorganization of the e98
— — Technical Publicity 308
York Countv Railways Benefi-
cial 86
.Atlas Railway Supply Co., The 630
Atlantic Northern Railway 'SSS
Aurora, Elgin & Chicago Railway
Co.. Some Operative Fe.itures
of the •286, ^350
Australian Tramway Systems 168
Auto Cars for Railroads e211
Automatic Stop Valve Combination. •260
Automobile Competition el4S
Automotoneer, The Latest Design of
the 'ISO
Auto-Starter for a 1,400-H.P. Induc-
tion Motor ^386
Autumn Danger. An e742
Auxiliary Business e295
Avebury. Lord (Municipal Trading).
-Address Before the Industrial
Freedom League 501
Avery Steel Tie. The •514
Awards, World's Fair 65
B
Babbit Metal, New Process 602
Badges for Interborough Employes '69
Bag Fastener, A New ^767
Baggage, Carrying el49
Shall It be Carried Free? 809
Bailey, Theo. P. (portrait) 23
Baker, Charles P 624
Baker, C. F. (portrait) 605
Baldwin Electric Locomotives •67S
Locomotive Works 664
Ball Bearings tor Center and Side
Bearings •391
Ballast, Slag for go
Ballasting •242
Baltimore Air Brake Order 601
Cr>o-Resinate Processed Wood
Paving Elocks in "502
Large Order Cars for 459
Park Improvements at 293
Band Rip Saw, Car Shop •904
Banister, A. N. (Tramway Car
Wheels) 221
Banquet. West Penn Annual 70
Bates, Putnam A. (New York &
Stamford Railway Co.) ^96
Battle Creek, Mich., Double Track-
ing In •vse
Bay City Railway & Light Co., Sag-
inaw & •sse, '409
Bayonet Detachable Harp •400
Beardsley, H. M. (Accounting with
Four Departments) 762
(Income and Operating En-
penses per Mile for Electric
Railways Members of the New
York State Association) 438
Bearings, Ball Bearings for Center
and Side •sgi
Bearings, Metals Scientific 901
Beaver Valley 'Traction Co. Prop-
erty Sold 605
Bedard, F. W. (portrait) 231
Beggs. John I. (portrait) 665
Belvidere Electric Co., Elgin & 866
Benjamine, C. H. (Smoke and Its
Abatement) 368
Benjamin Wireless Clusters •640
Bergh, Robert, S. S. (Electric State
Railway Experiments In
Sweden) 109
Berlin & Hamburg, Rapid Transit
Between 220
Bex Gryon Villars Railway, New
Electric Locomotive for the
(Guarlni) ^430
Boilers and Air Compressors, Port-
able •196
Bibbins. J. R. (The Application of
Gas Power to Electric Ball-
way service) ^714
Bijur Storage Battery •884
Birmingham. Freight Tariffs in... 315
Distribution of Freight Expen-
ses at 339
Handling Freight In 208
Improvements at 86
Mutual Benefit Association at.. 596
Track Records ^469
Bissell Co. Trade Mark, The F •695
Blading of the Allis-Chalmers Steam
Turbine •S99
Blake, H. W. (Contrasts Between
Company and Municipal Own-
ership and Management of
Public Utilities) •441
Signal, The ^895
Signal & Manufacturing Co 664
W. H. Condenser, The •318
Blank for Time Keeping and Pay
Roll ^482
Bliss Co., E. W 723
Block Signal, McGill •SOS
• Stuart Automatic ^451
Blue Printing Machine, The Buck-
eye Electric •SSS
Bluffton-Ft. Wayne Contract 413
Boat. The Mulllns Special Livery. . . 327
Boats for Street Railway Parka,
Steel ...' ^250
Bodler. F. F. (An Emergency Track
Brake) •eoe
Boilers. E. Keeler & Co.. Water-
Tube •316
Boiler House Equipment, Modern
(Kocster) •731
Bond. -A Permanent Type of Plastic ,
Rail •?40
Twin Terminal Kail ^847
Boring Mill, "Gisholt" ^227
Eoston & Northern and Old Colony
Systems. What has been Ac-
complished on tlie. by the Pas-
senger Department. (Derrah) •581
Boston Elevated Construction Car,
The •lO
Manganese Steel Rails on
the 204
Power Distributing System
(Hile) '606
Wheel Grinding '274
Boston, Mass., and Manchseter. N.
H., New Interurban Lines Be-
tween 260
Boston Tunnel, The East e24
Opening 32
Boston & Worcester, New Sub-Sta-
tion at Marlboro, The •225
Brabston, T. DeG 120
Brady Brass Co 662
Brake, An Emergency Track (Bod-
ler) •66fi
Combined Wheel and Rail '786
"Pearoik" for Chicago 262
Exhibit of 630
In Canada 444
'Articles marked with an asterisk are accompanied bj illustrattoas; e, editorial.
STREET RAILWAY REVIEW
III
Order 600
Plilludelpliht Air ♦335
Progress, llecent Air e867
Quiek Aeting EeamlcSB 'bil
In Scries An; Clrculls, l.ocHllriB 'SOS
Hrlcker, Jiimes (portriill) 662
IJrldge, SuBBeatlons for a. Street
Kfillway (Weeks) •506
Bridges, ,Strengthenlng Traction
(Tyrrell) •2^'!
Brill Co.. I'lilladclphla, The Works
o£ llio J. O 'ISS
The Olllccrs of the J. Q 633
All-Sttel Car In the Brill Ex-
hibit •632
Brill, 0. Martin (portrait) 633
John ^i. (portrait) 633
John Oeorso (portrait) 633
Cars for Memphis 488
For New V'ork 455
"Grooveless Post" Seml-Con-
vcrtlble Car. The '693
Brllllum, Tests olf 48
British Associations, Amalgamation
of e480
British Association, Program of... iiOO
British Columbia Electric Kailw.-iy
(.'o. Absorb.'^ the V'aiii-oliver
and Liilii Islam! Jtallway
Property 168
British Notes 583
lirockway. Accountant's Tribute to
Mr e294
Brockway, Testimonial to Mr 285
Brooklyn Heights Railroad, Rail
Bonding on the (Forbes) .... •237
Brooklyn, Ijaconla Gondola I'ars for •TIS
Motor Box Freight Cars for... 'eTO
New Equipment for 186
Brooklyn Polytechnic. Course In
Electric Transportation at... 452
Brooklyn Rapid Transit Co.. AlUs-
Chalmors Steam Turbine for
the '836
^Annual Report 730
New Office Building 507
Improvements on the 761
World's Largest Turbines for... 464
Brown, Harold P 657
J. W. (The Transportation De-
partment and the A. S. & I.
R. A.) 744
Brunots Island Power Station of the
Pittsburg Railways Co *401
Buckeye Kngine Co., The 662
Automatic Lowering Jack. The *128
Electric Blue Printing Machine.
The •838
("Souvenir From Nature.").... 624
Buda CsiT Replacer •465
Buenos Aires. The Street Railway
Systems of 888
Buffalo, N. Y., Changes at 189
Electrical Features at 514
Buffet Cash Fare Slips 834
BuUard Automatic Wrench Co 625
Bumps, The *39S
Burbridge, A. H. (portrait) 283
Bushnell. Fred N. (The Power Sta-
tion) •668
Caldwell. F. C. (Test of the Rail-
way System of the Scioto Val-
ley Traction Co.) ^795
(California. An Exciting Crossing
Fight in •194
Cambridge Rapid Transit Develop-
ments. The 466
Subway 416
Camden Interstate Railway Co..
New Power Plant of the (Can-
dage) •269
Canada. Electric Railway. Statistics
in 190
Canada, New York Central Lines to
Enter 246
"Peacock" Brakes in 444
Canadian .Street Ry. Association.. 37
Candage, G. F. (New Power Plant
of the Camden Interstate
Railway Co.) ^269
Canopy Insulator, A Safe •193
Carrying Baggage el49
Car, A New Combination Mail and
Express ^129
Barn Construction with a View
to Fire Protection. Some
Methods Used in 468
Car Barns and Shops of the
Saginaw Valley Traction Co..
New ^861
Boston Elevated Construction.. •lO
Companies to Combine 503
Cleaning System. A Vacuum.. •303
Convenient Crane •221
Equipment of the Indianapolis
and Cincinnati Traction Co..
Single-Phase •151
Equipment. Use and Abuse of
(Kelsey) ^174
Danville, American ^380
for East Boston Tunnel Service,
g^g^] •393
for Ft. Wayne & 'Wabash 'Val-
ley, New Combination •348
Heater, A New Electric 260
Houses. Hoisting Facilities In.. eSOB
-for Interurban Service, A Desir-
able (Mitten) 872
Klng-LaWHon I>ump •I??
tor Lancaster & York Furnace,
Fine Type of .%mI-Convertl-
ble •119
for Latrobe, Pa., "Orooveless-
Post" Convertible 'H39
for Montreal, A New Type of. . •359
New Observation ^477
for the Portsmouth, Dover &
York Street Railway Co.,
Seml-Convertlblc '187
Replacer, Buda •465
.Sanitation In Indiana (llurty).. 431
Service on the ,\letropolllan,
Funeral *447
Shop Methods (Fish) 'SIB
Warren-Jamestown ^682
Cars In American Cities, 7>ateHt
.Standards of Electric (Wil-
son) 440
for Baltimore. Large Order 469
for Brooklyn, Laconi;i (Gondola. •713
• Motor Box FrelKht Cars for ^679
for Chicago City Hallway, Two
Hundred 268
New Standard 1!H)5 •591
for Cincinnati & Columbus
Traction Co., New Cars '680
for City and Suburban Service,
Suitable for (Wilson) 439
for City Service for United
Railroad of San Francisco,
Standard Type '290
for Cleveland, A Novel Type.... •456
for (Cleveland & Southwestern
Traction Co., New •893
for Detroit, New ^194
and Eciulpment, The Construc-
tion and Maintenance of
(Clark) 68
for Ft. Smith, Ark., Open ^268
for Jersey Central Traction Co.,
Semi-Convertible •65
for Lima, Electric 340
for Memphis, Brill 48S
for New York, Brill 455
for Newport News & Old Point,
Semi-Convertible '308
tor Northern Texas Traction
Co., High Speed •510
on the Pacific Electric Uy., Ob-
servation "356
tor Peru. Stephenson •eOS
for Philadelphia, Seml-converti-
bla *191
for Railroads, Auto ^250
for Rochester, Forty Kuhlman •65
Rodger Eallast ^627
tor Shreveport, La., Convertible ^780
for Springfield Consolidated
Ry., Closed •321
for Torreon, Mexico, New '66
and Tracks 780
Types of Interurban (Shanna-
han) 424
for Washington, Semi-Converti-
ble '497
Carver, D. F. (portrait) 605
Cash Fare Receipts. McDonald •BOl
Cash Fare Slips. Buffet 834
Cast-Welding of Rail Joints (Sim-
mons) '650
Catalogs, Link-Belt 602
Catenary Trolley Construction, The
Effect of Temperature
Changes on 208
Cattle Guards. Advantages of Clay. 394
. The "Climax" '600
Cement and Concrete Mixing 487
Census Report on Street and Elec-
tric Railways. Some Data
from 345
Centralization e804
Central Railway of Missouri 846
The Havana (Cuba) 457
Central Station B^ires. Avoidable
Causes of (Weeks) 5
Steam Heating Plants for 584
Chain Blocks, Yale & Towne Trip-
lex '837
"Champion" Street Car Fender, The 'Sll
Chattanooga Electric Co., The
Power Plant of the •136
Electric Ry 83
Chesterfield, England — Tramway
System at '212
Chicago, Arnold Report on Munici-
pal Street Ry. of 339
Artificial Profiles in e480
Business District. Limited Ex-
press Train to the •182
City Railway Co.. New Stan-
dard 1905 Cars of the •591
Two Hundred Cars for.... 268
City Annual Meeting (portrait) lOD
City Ry. and Hammond. Whit-
ing & East Chicago Electric
Rv.. Power Improvements of
the South *819
Consolidation. The 23
Election 212
Elevated Railway Accident in. 140
& Joliet Electric Railway Co.,
Archer Ave. Terminal '450
& Kankakee, Interurban Ser-
vice between 383
Methods of Increasing the Ca-
pacity and Reducing the
Noise upon the Union Ele-
vated Railroad of (Arnold).. •ISS
& Milwaukee Electric Railroad
Extension 899
"Peacock" Brakes for
Pneumatic Tool Co
Duntly Alr-Cooled Electric
Drills
& Southern Traction Co
Traction Situation .....148, 329,
390, 406, ell 8. 509, 697, c742,
-White City, .S'earlnK Completion
In ,
Work of the Illinois Tunnel Co.
Chimney vs. Mechanical Draft
Choice of Prime Movers, The (Rob-
erts)
Chubbuck, H. R. (portrait) 231,
Cincinnati & Columbus Traction
Co., New C'ars for the
Northern Tra' tlon Co
.Single-Phase Line, Inspertlon
Trip on the Indianapolis &..
Toledo & Detroit Short Line...
Union Terminal Rallro.'id Co.,
The
Circuit Breaker for Direct Current
ITses, Westlnghouse Rallw.-iy
Type
city Entrances for Interurbans. . . .
Claim Anents' Association, Street
Railway
('lalms at (Cleveland, Fr.-iudulent . , .
Clay Tic, A Vitrified
Cleveland, A Novel Type of Car for
-Fraudulent f:ialms at
Ingersoll's Luna I'ark
Low-Fare Kxperlmi*nt
& Southwestern Traction Co.,
New Cars for
Woostcr, Mt. Vernon & Colum-
bus Railway Co
Climax Rolled and Corrugated
Joints
Clay Cattle Guard
Clark, L. M. (The Construction and
Maintenance of Cars and
Equipment)
Clarksburg Traction Line, Contracts
Let for the Construction of
the Fairmont &
Coal Handling Locomotive Cranes
for Electric Railway Power
Plants
Coaster, The Roller
Coeur d'AIene & Spokane Ry., High
Speed Cars for
Cole, William Howard (Thermit
Welding of Rail Joints)
Collections, Interurban Fare (Ful-
lerton)
Colorado Association, Annual Meet-
ing of
Electric Light. Power & Rail-
way Association
Columbus. Ohio
Combination Gear Cases
"Come Along" 189.
Competition In Illinois
Steam Rallro.ad
Compressed Air In the East Boston
Tunnel
Compressor Governor, A New Air..
Concrete and Iron, Experiments on
Beam Construction
In Railway Work
Mixing. Cement and
Power House. Reinforced
Condenser & Pump Co.. C. H.
Wheeler
for Turbines
W. H. Blake. The
Conductor to His Son, Letters of an
Old Trolley
Conflicts, Street Railway and High-
way
Connecticut Railroads, Report of
the
Connecticut Valley Railway Co
Consolidated Car Fender Co 662,
Car-Heating Co
Engine Stop Co
Heaters
Constitution and By-Laws of the
American Street and Inter-
urban Railway Association,
Proposed
Construction Work in 1905, New...
Contest, Photographic
"Continuous" Rail Joints
Contract. A Large
Contracts in San Francisco, Impor-
tant
Controller Handle, The Durkin
The Series-Parallel Railway
(Pearson)
Conventions Accountants' Associa-
tion, Former
Conventions A. R. M. & E. A., For-
mer
A. S. R. A., Former
Convention, Pratt & Lambert
Convention Preparations 296.
Rules Regarding Reduced Rates
to the
The Twentv-Fourth Annual...
Correspondence 16. ^203. 291.
Corliss Valve Engine. A Recent
Type of • - ■ ■
Cost of Carrying a Passenger. The
(Tingley)
of Operation. The Power Sta-
tion Load as a Factor in the
(Crecelius^
of Power. Data on
Counter-Weight Tramway at Syd-
ney (Guarini)
262
696
•663
314
806
•246
606
32
110
367
•680
428
872
840
•611
e210
46.')
879
•900
•466
679
•179
101
•893
466
•600
4;<5
•427
765
756
756
516
•320
239
e294
362
176
•840
9
eZIl
e662
487
627
330
•481
•318
12
125
320
•83«
684
660
•701
576
323
293
657
48
16
•89S
•612
705
624
704
97
359
559
743
362
•896
793
•610
140
153200
IV
STREET RAILWAY REVIEW
Couplers for Electric Cars, Develop-
ment of Automatic (Van
Dorn) SI
Washburn 698
Washburn Automatic 'SSS
Coupon Ticket Books. Report of the
Committee on 284
Courtesy 154, eS66
Crane Car. Convenient "221
Co's. 50th Anniversry 610
Some New Products of the 48
-for Electric Railway Power
Plants, Coal Handling Loco-
motive '427
Motor, Westinghouse 129
Quick - Oponingr f?elf - Packing
Radiator Valve '781
Cravath, J. R. (Light Electric Rail-
ways) 342
Crecellus, Lawrence P. (The Power
Station Load Factor as a Fac-
tor in the Cost of Operation) 'GIO
Cross-Compound Engine. An Acci-
dent to a (Reagan) 822
Crossing Fight in California, An
Exciting •194
Improved Overhead '396
Improved Railway 'olS
Cross-Ties, Life and Chemical Pres-
ervation of (M'Math) 47
Crouse-Hlnds Co 660
Curtain Fixture, The National •599
Supply Co., The 6G4
("Ring" Fixture Curtains) 631
Curtis Steam Turbines in Japan.... 512
Curwen, S. M. (portrait) 633
Cutting Oft Machines, Newton Cold
Saw '228
Cyclone Track Drill, The *899
Cyclopedia of Applied Electricity.. 245
•Daily Review" For 1905. The e560
Dalrymple on Municipal Ownership. e360
Dalton, H. E 24S
Damage Claims. The Personal Ele-
ment in the Adjustment of
(Rockwell) 272
Damon, George A. (Line Construc-
tion for High Pressure Rail-
roads) ^239
Danforth, R. E. (portrait) 438
Danville. American Car for •380
Darby & Sons Co.. Inc., Edward
(Pen-Dar Metal Lockers) .... *675
Davis. B. B. (portraiture) 623
Combination Back Pressure
and Relief Valve •64
Turbine Relief Valve, The ♦178
Dayton. O. (New Equipment for the
People's Railway Co.) •842
Dearborn Drug & Chemical Works. 691
Deflection of Track Rails, A Device
for Measuring the (Gradcn-
witz) •385
Denver Tramway Crew, Attempted
Holdup of 209
Depreciation Reserves, Insurance
Fund and (MacAfee) 292
Derrah. Robert H. (An Electric
Railway Passenger Depart-
ment) 'SSI
Trolley Trips 396
Detective Agency, The Drummond.. 70
Detroit. Flint & Saginaw Railway
Co. (Hunt) ^849
Monroe & Toledo Short Line... *45
• New Cars for ^194
Terminal Station for 135
United Railway and Rapid
Railway System. Tariff
Sheets of the ^499
Development In Electric Traction.. elOO
in Massachusetts, .\ Talk on
Railway 109
Device, A New Shop 430
Dibbs, W. A. (portrait) 623
Direct Current Steam Turbine, The e743
Directory of Street Railway Asso-
ciations 126
of Electric Railways e360
Discipline In Europe and United
States (NlchoU) 206
of Employes. The Hiring,
Training and e419
Dispatching as Handled on the In-
dianapolis & Eastern Railway
Dispatching System. The Egry '780
Train (Pearson) 389
Train (Spllman) 387
Distribution System of the Phila-
delphia Rapid Transit Co.... ^539
Does the Freight and Express De-
partment Pay? e211
Doyle, J. S. (portrait) 605
Presses, "Hamilton" Upright.. •228
Drummond Detective Agency, The. 70
Draft, Mech.anical 513
Drawbridges, Electrically Operated 362
Drawbridges. Electrically Operated •332
Drill Clamp. Security •196
Dubuque Ball Park ^349
Duff Manufacturing Co., The 626
Duluth Street Railway Co., New
Shops of the 'IS?
Dundee Broughty Ferry & District
Tramways Co.. Ltd 326
Duplicate Transfer & Rebate Co... 680
Durkin .-ontroUer Handle, The.... ^898
D. & W. Fuse Co. In New Quarters, 268
Wj-stern Electric and 627
Eagle Park Swing The ♦452
Karll Trolley Retrievers 091
Earnings, Electric Railway 504
East Boston Tunnel, Compressed
Air in the 1.76
^Boston Tunnel. Opening of.... 32
Service, Steel Car for •393
From the West 510
—Liverpool Traction & Light Co.
(Trolley Merger In Eastern
Ohio) 761
Eastern Railroad Co.. Rochester,
Syracuse & 8G9
Wisconsin Railway & Light Co.
Personnel 825
Economy, Repair Shop e361
Editorials 24, 98, 148, 210,
294, 360. 418, 478, 560. 742, 804, 866
Efficiency Test of a Large Gas En-
gine 835
Egry Dispatching System, The.... ^780
Electric and Cable Car Mail Service. 249
Car Heater, A New 260
-Cars, Motor Buses and '. . . e479
Light & Power Stations, Cen-
tral 748
Railways, Directory of e360
Light (Cravath) 342
for 1905, Plans for 251
In Japan 459
In and About Spokane •461
in Switzerland, Some In-
teresting Features of.... •343
Railway Equipment (Potter).. 702
Equipment Co.. New Plant
of the 170
Service, The Application of
Gas Power to (BIbbins) . . •714
Freight Service. The (Polk). 309
Men, An Offer to 420
Power Production and
Transmission in the State
of Indiana. Cost of
(RIchey) 43
Properties. Recent Tests of
Automatic Sprinkler Pro-
tection for •397
Storage Battery Co 'eSO
Traction 349
Development in elOO
Welding of Rail Joints 649
Electrical Trades Exposition 831
Electrical Rail Welding •648
Electrically Operated Drawbridges. •332
Electricity for Heavy Freight Serv-
ice 321
Elgin & Belvldere Electric Co 856
Elk Carnival, July lOth. Electrical
Features at Buffalo During.. 514
Ellis, Walter (portrait) 552
Emergency, Meeting An (West Penn
Railways Co.) ^772
Track Brake, An (Bodler) 'GGe
Elmlra, Rapid Theater Construction
in •141
Ely, W. Caryl (portrait) 665
Empire Safety Tread Co 660
Employes, About Rooms for (Pratt) 602
Entertained, Pittsburg 626
the Hiring. Training and Dis-
cipline of e4in
Personal Records of •421
^Uniform Standards of Examina-
tion of Railway (Peck) •423
Engine. A recent Type of Corliss
Valve ♦896
Accidents and Their Preven-
tions 262
of the Same Power? Can a
Stcaui Turbine Be Started In
an Emergency Quicker Than
•a Reciprocating (Mann) 382
Stop, Monarch 325
Stop and Speed Limit System,
Monarch •381
Englund. A. H. (portrait) 588
Entertainment, Manufacturers' Vau-
deville 768
Equipment for the Alton, Granite &
?t. Louis Traction Co •327
Electric Railway (Potter) '702
^for Los Angeles, New *432
Modern Boiler House (Koester). •'^31
for Northern Ohio Traction &
Light Co., New 885
for Pittsburg Railways Co.. New ^898
Repairs to (Nash) 354
of the United Railroads of San
Francisco, Miscellaneous .... •!
Eureka Automatic Electric Signal
Co 632
"Eureka" Automatic Electric
Signals 599. 664
Europe and United States, Dis-
cipline In (NIcholl) 206
European Notes 293
Notes on Tickets, Some (NIch-
oll) 738
Some (NIcholl) 317
Evans, E. A. (Handling Express by
Electric Suburban Railways) . 92
Evolution In Massachusetts. Street
Railway e296
E.Kuniinatlon of Railway Employes,
Uniform Standards of (Peck). ^423
"Exchange" Tickets e660
Excursion, An Aluminum 326
Exeter Corporation Tramways '470
Exhibitors at the Convention 628
Exhibits at the Lewis & Clark Ex-
position 398
Experiments in Sweden, Electric
St£.te Railway (Bergh) 109
Exporters, Card Index of 599
I-;xpoBitlon, Electrical Trades 831
Express by Electric Suburban Rail-
ways. Handling (Evans) .... 92
Department I'ay? Does the
Freight and e2I 1
Service. Syracuse Rapid Tran-
sit Co 260
Terminals. Indianapolis ^340
Trallii- on Interurban Hallways,
Freight .md (Grastim) 807
I'raiiis to the Chicago Business
District, Limited ^182
Fairmont & Clarksburg Traction
Line, Contracts Let for the
Construction of the 455
Park Transportation Co *557
Fakirs, Malingerers and Ambulance
Chasers (Pratt) 772
Falk Co., The 584, 639
Co's. '04 Frog 'SSS
Fan Engine. Three-Bearing ♦839
Fares In Massachusetts, Suburban.. e866
in Italy, Tramway 359
The Latest Experiment In Low. e99
Fare Collections, Interurban (Ful-
lerton) 765
Experiment, Cleveland Low . . . 101
Increasing Rates of e98
Fast Trains in Indiana. New 846
Fay & Egan Co., J. A 'OOO
No. U3 Molder ^459
Fetney. J. P. (portrait) 623
Fcuco Posts. Miller Anchor for.. ♦398
Fences for Parks, Ornament.al Wire. •ISO
Pender Co., Consolidated Car '839
The "Champion" Street Car. . . 'eil
Figures Arc Made to Talk. How... e24
Finnegaii, 5. B.. Joseph B. (The
Fire Hazard 'U Car Barns).. •SSS
Fire at Freeport, III 503
Hazard in Car Barns, The (Pln-
negan) 'seS
Hazards, Portable Sub-Stations
and eS66
Protection, Some Methods Used
In Car Barn Construction
With a View to 468
Fires, Avoidable Causes of Central
Station (Weeks) 5
Fish, J. D. (Car Shop Methods) 'SIS
Flange Wear, How to Eliminate Ex-
cessive "Wear of Steel-TIred
Wheels (Price) 109
Flint & Saginaw Railway Co.. The
Detroit (Hunt) ^849
Flooring Machine, A New •129
Flowers. A Friend of the Wild.... 356
Flynn, C. E. (Some Early Overhead
Mnterial) 'BSS
Folder, An Attractive Electric
Railway 467
Foibes, Howard C. (Rail Bonding on
the Brooklyn Heights Rail-
road) •237
Fornip for Purchasing, Delivering
and Paving for Materials
(Schurz; •seg
Port Smith. Ark., Open Cars for. . . •268
Waync-Bluffton Contract 413
& Wabash Valley Contract. 453
Van Wert & Lima Traction
Co 26
& Wabash Valley, New
Combination Car for •348
Foster, E. C. (portrait) 665
Poster Superheaters In Washington
Navy Yard •328
— '■ — Superheater, The ^894
Franklin Railway Supply Co 679
Fraudulent Accident Workers, Trio
of •578
Claims at Cleveland 579
Freeport, 111., Fire at 503
Freight Development by Interurban
Roads (Selxas) 821
and Express Department Pay?
Does the e211
Traffic on Interurban Rail-
ways (Graston) 807
Expenses at Birminghom, Dis-
tribution of 339
Between Steam and Electric
Roads, Interchange of 38
Service, Electricity for Heavy. . 321
The Electric Railway
(Polk) 309
Tariffs In Birmingham, Ala. . . 315
Traffic of the Ohio River Elec-
tric Railway & Power Co.,
The (Oppenhelmer) •SSS
French, Arnold (How to Obtain a
Suitable Car Varnish) 824
Frog, The Falk Co.'s '04 •SSS
Frost. Walter J. (Gorleston-on-Sea
Electric Tramways) ^739
STREET RAILWAY REVIEW
Fulleron, Irwiii Mntt-nirbJin Faro
Colloc.tlons) 705
Funeral Hur Service on the Metro-
pomiui '447
Galena Slpnal Oil Co 632
Annual Meeting of the .... 432
GalcsburK }tallway & l^lght Co.,
Power Plant of Ihc '363
Oarton Co., The W. K 639
Two Products of the 327
Garton-Danlels Co 662
Gas Engine. Kfllclency Test of a
Large 835
Engines tor Rallw.iy and Power
Service •217
Wllh Reference to Hallway
Work, Notes on the Design of
Large (West) '700
Power to Electric Railway
Service, The Application of
(BIbblns) ♦714
Situation, The Philadelphia.... e361
Gasoline-Electric Motor Car, New.. '2i3
New Type of Trucks for... '394
Gear Cases, Combination '320
General Electric Co., Annual Report
of the 324
Exhibit 680
Representatives 625
Railway Supply Co., The 691
Generating Set, New Sturtcvant. . . '67
Sturtov.ant 25 KW •458
Geneva, New York, Limited Service
Between Rochester and 370
Traction Co.. The 15
Germany, The New Tariff of the
Municipal Street Railway In
Cologne 565
"Glsholt" Boring Mill •227
Glendalo Park, Nashville 31S
Glenslde Lino and Willow Grove
Terminal. Philadelphia
Rapid Transit Co '546
Glenslde Sub-Station. Philadel-
phia Rapid Transit Co •.'i42
Globe Ticket Co., The 682
Chopper, The •713
Golden-Anderson Valves 639
Valve Specialty Co 329
Gold Improved Electric Heater. . . . 660
Goldschmidt Thermit Co.. at Wash-
ington, Exhibit of the 124
(Demonstrations of Ther-
mi-Weldiiig) 624
Goodrich, C. G. (portrait) 665
Gorleston-on-Sea Electric Tram-
ways (Frost) •739
Gould Storage Battery Co 625
Government Control of Electrical
Development in Ontario
(Worman) 385
Governor, A New Air Compressor. . •840
(Sradenwltz. A. (A Device for Meas-
suring- the Deflection of
Track Rails) •385
Grant, A. E. (portrait) 215
H. F. (portrait) 665
Graphical Mathematics. VI. (Hol-
man) '219
VII. (Holman) ^346
Graston, M. E. (Freight and Ex-
press Tratflc on Interurban
Railways) 807
Great Britain, Motor Omnibuses in. *484
Ground Return in Railroad Systems,
The Treatment of the (Her-
rick) 567
Guarlnl. E. (Counter-Weight Tram-
way at Sydney) '277
(New Electric Locomotive for
the Bex Gryon Villars Rail-
way) ^430
(The Electric Tramways of
Ainsterdam, Holland) ^17
Guide, The Indiana Electric Rail-
way 31S
Guthrie Electrical Railway Co 101
H
Hale, Henry S. (portrait) '6SS
& Kilburn Manufacturing Co.. *6S3
Exhibit 626
Hamburg and Berlin, Rapid Transit
Between 220
Hamilton. Ont.. New Generators at. 121
Upright Drill Presses ^228
Hammond. Whiting & East Cliica-
go Electric Ry.. Power Im-
provements of the South Chi-
cago City Ry. and '819
Hand-Power Hydraulic Wheel Press •693
Hanna Co., J. A 63
Handling Freight in Birmingham.. 20S
Hanshin Electric Railway 771
Harp. Bayonet Detachable •400
Harrington. W. E. (portrait) 665
Harris (Process for Cleaning Ma-
chine Oil) '386
Havana (Cuba) Central Hallway.
The 467
llazclton, Hugh (Mulllplo Unit
Systems of Train Control)... ^614
Headijuarters llotrls ( I'hiladcliillla) 597
Hcderstedt. W. It. P. O'ortralt) . . . . 472
Henry, F. R. (portrait I 677
'Hercules" Insulator, The 71
Herrlck. Albert B. (The Treatment
of the Ground Return In
Railroad Systems) 667
Herschell-Splllman Co •MO
Heullngs, Jr., W. H. (portrait) 127
Hi-witt, Charles (portrait) BBS
Higher Line Potentials e210
High Potential Trolley Operation
Details. .S'ome 429
Hlle, C. IL (The Power Distributing
System of the Boston Ele-
vated Railway Co.) •606
Illnstorff, D. C. (I'urchnBlns and
Slorekeeplng) 292
Hippee, Geo. B., Address of Presi-
dent 305
Hoisting Facilities In Car Houses. c805
Hoist, Motor-Driven Car ^782
Hoists for Electric Railway Repair
Shops 'SZO
Holdup of Denver Tr,'imw,ay Crew,
Attempted 209
Holman, A. G. (Graphical Mathe-
matics) ^219, •346
Honnold, O. A. (The Utah Light &
Railway Co.) •726
Honolulu Rapid Transit & Land Co. 209
Huellngs, ,7r., W. H. (portrait) 633
Hunt, Edward J. (The Detroit, Flint
& Saginaw Railway Co.).... ^849
Hurty, X. N. (Car Sanitation In
Indiana) 431
Hydraulic Jacks. Dependable 590
[llinois. Competition In c294
Tunnel Co., Chicago, Work of
the 506
mini Trail," "The 903
Illuminated Signs ^329
Improvements at Baltimore, Park.. 293
Income and Operating Expenses
per Mile for Electric Rail-
ways Members of the New
York State Association
(Beardslcy) 438
Index, Annual e24
Indiana. Car Sanitation in (Hurty). 431
Electric Railway Guide. The.. 318
Electric Railway Association. 57. 135
February Meeting 103
April Meeting 284
May Meeting 347
June Meeting 387
October Meeting 745
November Meeting 807
Charter Members 58
Union Traction Appointments.. 635
Indianapolis & Cincinnati Traction
Co., The •87
& Cincinnati Single-Phase Line,
Inspection Trip on the 872
Single-phase Car Equip-
ment of the ^151
& Eastern Ry., Train Dis-
patching As Handled on the
(Pearson) 389
Express Terminal ^340
Newcastle & Toledo 207
Switch & Frog Co. (New "Indi-
anapolis" Crossing) •656
Traction & Terminal Co., The
New Terminal Station of •34
Induction Motor, Auto-Starter for
a 1,500 H.-P 'SSe
Industrial Beneficial Association... 260
of Exporters, Card 599
IngersoU. Frederick (portrait) 312
Tiigersoll's Luna Park, Cleveland.. 179
Institute Annual Dinner 41
Instruction for Motormen. The Pol-
icy of More Liberal (Taylor) 735
Insulator. A Safe Canopy •igs
The Lima ^67
Insulators, Third-Rail ^231
Insurance, Electric Railway e805
Fund and Depreciation Reserves
(Mac Afee) 292
Interborough Strike. The el4S
Interchangeable Coupon Ticket
Books. Report of the Commit-
tee on 284
Interchange of Freight between
Steam and Electric Roads. . . 38
International Accounting Stand-
ards. Possibility of e41&
Railway Exhibition, Westing-
house Companies at the.
Washington 331
Register Co 679
Interurban Service between Chicago
and Kankakee 383
Service. A Desirable Car for
(Mitten) ■S72
Lines Between Boston. Mass.,
and Manchester, N. H.. New. 250
Passenger Traffic (Schlesinger) 103
Interurbans. City Entrances for.... e210
Interstate Electric Railwav .\ssoci-
atlon 322
Rallwnyii Co 688
Tunnel Railway Co 774
Iowa & IlllnolH Railway Co., The.. ^72
Stair; AHHoclntlon 212, 306
— - — Valley Interurban Railway Co. . 240
Iron, Experiments on Con'-roto nnd. 9
Italy; Electric Omnibus Line In... 83
Tramway Fares In 3B9
J.'ick», Dependable Hydraulic 590
Jackson Railway Co., The Lanalng
& 283
Japan, Electric Railways In 880
Curtis .Steam Turbines In 612
Electric Rallwayii in 459
The Kobu Railway Co. of 334
Jersey Cenlr.il Traction Co., Seml-
Converllble Cars for •65
"Jim Crow" Law In Tennessee... o295
Johns — Manvllle Exhibit, H. W. . . 627
Johnson's Plan, Mayor 293
Johnson, W. .M. (The Schoen Steel
Wheel) •192
Joints, Climax Rolled and Corru-
gated 456
Jolt Lubricators 711
Jones. Frank G. (portrait) (65
Journal Boxes. Machined 102
Oiler. The Armstrong 'Hi
Kalamazoo Railway Supply Co... 462. 640
Kankakee Interurban Service be-
tween Chicago and 383
Kansas CIty-Leavenworth Railroad
Co 512
Railway & Light Co.. Annual
Report 4go
Kearney Cable Clamp. The 'eSO
Keeler Co., Water Tube Boilers, E. . •iie
Kelsey, G. H. (Use and Abuse of
Car Equipment) •174
KIng-Lawson Dump Car, The .... 'm
Kilmarnock Electric Tramways
System '282
Kingston, Ont., Municipal Owner-
ship Too Costly for 430
Knowlton. Howard S. (The Western
Massachusetts Street Rail-
way) .881
(Traffic Problems Upon
Loops and Stub Tracks). ^799
Kobu Railway Co. of Japan, The.. 334
Koester, Franz (Modern Boiler
House Equipment 'TJi
(Superheated Steam and the
Construction of Superheat-
ers as Used In Power Plants) 'SB?
Kruger. Charles O. (portrait) .... 552
Lancaster & York Furnace, Fine
Type Seml-Convertlble Car
tor 'lis
Lagonda Manufacturing Co 679
Lamps. Electric Marker •780
Lansing & Jackson Railway Co..
The 283
Latrobe. Pa.. "Grooveless-Post,"
Convertible Car for 'gSS
Law 49. 115. 161.
233. 301. 375. 433, 489. 749. 811. 873
Jim Crow. Tennessee 310
In Tennessee. "Jim Crow".... e295
Leavenworth Railroad Co.. Kan-
sas City 512
Lehigh Valley Transit Co.. The 512
Lester, J. W. (portrait) J77
Letters of an Old Trolley Conductor
to His Son 472
Leussler. R. A. (Accounting as an
Aid to the Operating De-
partment) 314
Lewis & Clark Exposition. Exhibits
at the 398
Lewiston & Southeastern Electric
Railway Co.. Ltd 59. 399
Liberty Trolley Harp. The •454
Lightning .\rrester. Improved
Wurts 330. 514
Protection 2C8
Lima. Electric Car for 340
Electric Tramways in 469
Lincoln. F. H. (portraits 552
Line Construction for High Pres-
sure Railroads iDamon) .... •239
Potentials. Higher (Damon) ... e210
Lirk-Belt Catalogs 602
Linn. Jr.. A. L. (portrait) 677
Lintern Signal System. The 181
Lion and the Lamb. The el4g
Litigation. Chicago 329. 509
Liverpool Corporation Tramways
Report 32S
VI
STREET RAILWAY REVIEW
steel Tired Wheels in 323
Lockers, Steel 'BB
Locomotive for the Bex Gryon Vil-
lars Railway, New Klectric
(Guarini) '430
for Sweden. Single-Phase .... •249
Logansport I'ark Train '446
London, Improved Tramway Termi-
nal Plans for 446
Metropolitan Railway of '155
Office of the Peckham Co 382
United Tramway System. Ex-
tension of the 330
Long Island Railroad. Third Rail
Bonds on the '119
Loops and Stub Tracks. Traffic Prob-
lems Upon iKnowlton) '799
Lorain Steel Co. Representatives. . 632
Lord Electric Co 620, 682
^■^ Dinner 107
Exhibit 656
Los Angeles, New Equipment for... '432
Pacitic Railroad 154
Lotteries in Aid of Accounting.... e47S
Lowering Jack, The Buckeye Auto-
matic '128
Losses, Reducing Avoidable 359
Lubrication e804
Lubricator, The Jolt •l>S7
Lumen Bearing Co 626
Luna Park. Pittsburg 'SIX
Lundell Universal Motors, The *127
M
Machine Tools, Modern '227
Macon-Evans Varnish Co 684
(Insulating Compounds) . . . 630
Mall Service, Electric and Cable
Car 249
Maintenance of Way, Master Paint-
ers' Convention, The 488
Maize, W. L. (portrait) 553
Malingerers and Ambulance Chasers,
Fakirs (Pratt) . 772
Malta, Tramways at 347
Management. Power House *493
of Public Utilities. Contrasts Be-
tween Company and Municipal
Ownership and (Blake) 441
Manchester. N. H.. and Boston,
Mass.. New Interurban Lines
Between 250
Manganese Steel 90
Rails on the Boston Ele-
vated 204
Manila Street Railway '598
Opening of 312
Mann, A. S. (Can a Steam Turbine be
Started in an Emergency
Quicker than a Reciprocating
Engine of the Same Power?)
Manufacturers' Association 692
at New York State Convention. . 443
Marker Lamps. Electric '780
Marlboro, The Boston & Worcester
New Sub-Station at '225
Master Painters' Convention, The
Maintenance of Way 488
■ Massachusetts. A Talk on Railway
Development in 109
Board of Railroad Commission-
ers, Annual Report of the.... 122
Street Railway Evolution in .... e296
The Western (Knowlton) . . '881
Materials. Forms for Purchasing,
Delivering and Paying for
(Schurz) '569
Tramway Overhead Equipment
(Sayers) 169
Mathematics. Graphical. — VII. (Hol-
man) *346
Mayer, C. J. (portrait) 588
& Engluna Co.. The *688
and Allies 631
'Protected' Rail Bonds)... '655
Mayor Johnson's Plan 293
Maps.
Detroit, Flint & Saginaw Ry. . . 850
Detroit United Railway and
Connections 499
Electric Interurban Railways.. 241
Electric Railways of Central
Indiana ■ 207
Elgin & Belvidere Electric Co.
and Connections 856
Ft. Wayne. Van Wert & Lima
Electric Rv 28
Illinois Valley Railway 132
Indianapolis. Newcastle & To-
ledo 207
Metropolitan R.ailway of Paris. . 185
Missouri Valley Electric Ry. . . . 829
Philadelphia Rapid Transit Sys-
tem Showing Location of
Power Plants and Sub-Sta-
tions 528
Rochester, Syracuse & Eastern
R. R 869
South Jersey Division of Public
Service Corporation 569
Spokane & Inland Ry 464
Standard Right of Way. A 205
Subway and Elevated Railroad
of the Philadelphia Rapid
Transit Co 618
Toledo, Fostoria & Findlay Rall-
w.TV and Connections 580
West Penn Railways .System... 198
Western Massachusetts Street
Ky 882
MacAfee, J. B. (Insurance Fund and
Depreciation Reserves) 292
M'Cunn (Electric Tramway for West
Fife) 40
M'Donald, D. (Relieving Congested
Traffic at Rush Hours) 31
Cash Fare Receipts *601
F. (Rural Railways) 306
M'Gowan. Hugh J. (portrait) 37
M'Laughlin. R. A. (portrait) 367
McAloney. W. II. (portrait) 605
ilcCulloch. Richard (portrait) 666
.McGill Block Signal 'SOS
McKinley Syndicate Properties of
Northern Illinois ..'ISl, '229. •363
MMath. Thomas B. (Track and
Roadbed Construction and
Maintenance) 47
McQullkin. Isaac (portrait) 677
Mechanical Association, New Mem-
bers of the 681
and Electrical Association, The.
101, e419
Program 417
. Question Box (Mower) .... 889
New Members 724
Draft. Chimney vs 32
Membership Committee, Work of the e561
Memphis. Brill Cars for 488
■ Street Railway Property
Changes Hands 144
Men in Charge of Men, For 50"
Metals, Scientific Bearing 901
Metcalfe. George R e99
Metropolitan Elevated. Annual Re-
port of 262
Railway of London •15.5
• Paris (Vingoe) *84
Mexico. Proposed Betterments for. 834
Micanite Sustained. Basic Patent for 400
Middlcton Cars for York, Pa '42
Millar. John (portrait) 605
Millpi" .\nchors •128
Anchor for Fence Posts *39S
Mileage Tables and Tariff •SSO
Milwaukee Electric Railroad Exten-
sion. Chicago & 899
Miniature Railway, The •453
Missouri. Central Railway of 846
Trade Mark. Southwest •417
Valley Electric Railway Co 829
Mitten. P. J. (A Desirable Car for
Interurban Service) 872
T. E. (portrait) 130
Molder. J. A. Fay & Egan No. 133.. ^459
Monarch Engine Stop 325
and Speed Limit System.... •SSI
Montgomery Traction Co. Changes
Hands 209
Montreal, A New Type of Car for . . . •359
New Observation Car for ^477
Street Railway Co., Annual Re-
port of the 856
■ Benefit Association, The.... 449
Annual Picnic 554
Morse. Samuel (Municipal Trading) 357
Morris Co., Elmer P 625
William L. (Piping and Power
Station Systems
•?, "lOe, 'les, ^297,
•371, *414, •473, •753, •SIS. '877
Motor Brushes, Lengthening the Life
of 124
Motor Buses and Electric Cars.... e479
vs. Electric Tramways
(Roliinson) 143
Motor Car. New Gasoline-Electric. •263
New Westinghouse Railway . . . ^778
of 1905. The Railway e26
— — No. 92-A. Westinghouse Rail-
way *68
— Omnibuses in Great Britain '484
Motors. The Lundell Universal '127
The National Electric Co.'s.
New Induction Motors '778
Motormen. The Policy of More Lib-
eral Instruction for (Taylor) 735
Mower, S. W. (portrait) 605
Question Box of the Ameri-
can Railway Mechanical
and Electrical Association
775. 832. 889
Mullins Special Livery Boat. The... 327
Multiple Unit Systems of Train
Control fHazelton) •614
Municipal Administrative Ability... 285
Ownership. Mr. Dalrymple on.. e360
a Burden on Taxpayers 202
and Management of Public
Utilities (Blake) *441
Not Operation (NIchoIl) . . . . 291
Too Costly for Kingston,
Ont 430
Street Railway in Cologne, Ger-
many. The New 565
Trading fAvebury) 501
Trading (Morse) 357
Munro. H. D. (portrait) 472
Mutual Benefit Association at Bir-
mingham 59.>
Associations (Ross) 265
Myers Co.. L. E 584
N
Nachod Automatic Block Signal... 691
Nahant & Lvnn Street Railway Co.. 32
Name. The Value of .i e294
Nash. M. M. (Repairs to Equipment) 350
Nashville, Easter Outing In 268
Glendalc Park
National Carbon Co
Car Wheel Co
Curtain Fixture, The ^599,
Electric Co '. •
New Induction Motors, The.
Products
Reorganized
National Lock Washer Co. (The Pos-
itive Spring Nut Lock)
New England Street Railway Club..
452,
Fall Meeting
January Meeting (portrait)
December Meeting
New Orleans Railway & Light Co...
Newport News & Old Point, Semi-
Convertible Cars for
New Publications 460, 503, 603,
New South Wales Tramways
New York Central Plans
Lines to Enter Canada.;...
Storage Battery Installation
Changes. Westinghouse
City Railway Earnings
Annual Convention of the Street
Railway Association of the
State of
New Haven & Hartford Adopts
Westinghouse Single-Phase
System
& Stamford Railway Co. (Bates)
State Convention, Manufacturers
at
• Association. Income and Op-
erating Expenses per
Mile tor Electric Railways
Members of the (Beards-
ley)
Meeting
Strike
Traction Merger in
Newman Properties Association, The
Newton Cold Saw Cutting Off Ma-
chines V
Nicholl, T. J. (Discipline in Europe
and United States)
(Municipal Ownership Not Op-
eration)
(Some European Notes on Tick-
ets)
Nichols, H. B. (portrait)
(Joints and Track Construction
in Philadelphia)
(Some European Notes)
Lintern Sanders
Northern Texas Traction Co., High
Speed for the
Improvements and Changes
Northwestern Electrical Association,
Report of 13th Annual Con-
vention (portrait)
Elevated Annual Report
Norris. Henry H. (The Recent Work
of the Electric Railway Test
Commission)
Norveil, F. D. (Shall Baggage be
Carried Free?)
(Tickets)
Notes. European Some (Nicholl)....
Nuttall Co., The R. D
Exhibit, R. D
Bali-Bearing Trolley ...
318
691
710
632
692
•778
711
285
•678
830
864
80
63
476
•308
831
316
455
246
191
312
778
•406
713
•95
438
362
147
507
105
•228
206
291
738
653
•644
317
654
•510
871
82
781
•139
809
•278
317
695
631
•679
Obituary 61,
121, 189, 249. 449, 505, 597, 779, 845, 903
Bailey, George C. (portrait) . . 845
Beach, H. E 903
Boyle. John 505
Collins. W. Forman 61
Edgar. Wm. H 903
Gates, J. Holt B05
Goddard. Alpheus P 189
Haines. F. M. 449
Hoskins, Frank B 779
Miles. Col. George W 189
Mullln. Edward Hemphill (por-
trait) 121
Mundy. William Offut (portrait) 249
Naugle, E. E 449
Shlpp. William L 903
White. William 189
W^oodworth. Col. Albert Charles 697
Observation Car for Montreal, New. ^477
O'Connor, E. W. (portrait) 623
Officers and Executive Committee
of the American Street Railway
Association. 1904-'05 665
for in05-'06. Association 768
of the American Association of
Street Railway Claim Agents. 623
of the American Railway
Mechanical and Electrical
Association 605
of the J. G. Brill Co.. The 623
of the Street Railway Accoun-
tants' Association 677
Office Building. Brooklyn Rapid
Transit Co.'s New 507
of the Secretary. The e479
Ohio. Appleyard Situation in 94
Brass Co. Exhibit. The 630
Fire The 342
Steel Hose Bridge 691
The Monarch Track Clean-
er 699
Ohio Interurban Railway Associa-
tion, Annual Meeting of the.. 110
STREET RAILWAY REVIEW
VII
Feb]-u:u-y MnUnK 174
March MeetliiK 247
May M(!ctlng 379
June MoolliiK ■'46
October McclInK 802
Novcrnh(?r Meeting 870
'December Meeting 40
River Kleetric H.illway & Pow-
er Co., 'Vhr Freight Tnifllc^
of the (Oiipenhelrner) 'SSC
Traetlon gi. Light Co.. New
Equipment tor 885
Trolley Line, Trans B80
Mergi^r In K.astern 761
Ohmcr Fare RcKlater Co., The .... 682
. Contracts 399
OlimerKraph, Koliillnn of Ihe Trans-
fer IM'oblom, 'I'Ik? •G35
Oil atul Waste; .Saving Machine Co. •590
lOiectric Oenerators, Automatic. •841
Process for Cleaning Machine
(Harris) •386
Old Colony Street Railway Co.,
Newiiort, K. L. (T..ocatlng Breaks..
in Series Arc Circuits) •BOS
Olils K. W. (porlrait) 605
Oliver Machinery Co 662
R. G. (portrait) 553
Omnibus Lino in Italy, Electric... 83
Ontario, Government Control of
l:ieclrical Development In (Wor-
man) 385
Operating Department. .Accounting
as an Aid to th(' (Leussler) 314
Expenses per Mile for Electric
Railways Members of the New
York State Association, in-
come and (Heardsley) 438
Opponhcimer. I. L. The Freight
Traltic of tlie Oiilo River Electric
Hallway & Power Co 'Sir,
Ottawa Electric Railway Co., An-
nual Report of the 97
Outing, A Pleasant 447
Overhead Crossing, Improved •396
Material, Some Early (Fiynn). •538
Paciflc Electric Railway, Observa-
tion Cars on the •356
Coast Water Powers for Opera-
tion of Railroads 97
Packing, Rogers Indestructible ^196
Paints, Insulating (Weeks) •747
Parcel Carrying on Street Railways. 249
Pardee, J. H. (Interurban Ticket
Accounting) •764
Paris Metropolitan Railway Co.
(Vingoe) '84
I'ark Attractions tor York Street
Railway Co 209
I'ark. Cleveland. Ingersoil's Luna.. *179
Dubuque Ball •349
Improvements at Baltimore.... 293
Receipts e2B
Seats •64
Swing, The Eagle '452
Train, Logansport ^446
Willow Grove, Philadelphia,
Rapid Transit Co ^649
Summer (Tingiey) •563
Steel Boats tor Street Railway. •250
Ornamental Iron Fences for... *1S0
Groves and Seashore Resorts.. 329
Parks. Amusement Machines for
Street Raii'-ay •324
Parsons. Joh, B. (portrait) 551
Passenger Department. An Electric
Railway (Derrah) •581
The Cost of Carrying a (Ting-
ley) 793
Paving Blocks in Baltimore, Creo-
Resinate Processed •502
Pav Roll, Blank for Time Keeping
and •482
Hour Extending Table 583
"Peacock" Brake, C. Style •676
for Chicago 262
in Canada 444
Order 500
People's Railway Co.. New Equip-
ment for the ^842
Pearson, W. A. (The Series-Parallel
Railway Controller) •612
W. L. (Train Dispatching as
Handled on llie Indianapolis
& Eastern Rv.) 389
Peck. Dr. F. H. (portrait) 423
(Uniform i^tandards of Exam-
ination of Railway Employes) *423
Peckham Co., I,ondon Office of the.. S82
Short Wheel Base Truck •266
Peerless Rubber Co 710
Pellisier. G. E. (Thermit Rail Weld-
ing) ^642
Pen-Dar Metal Lockers ♦675
Penington. T. C. (portrait...).... 665
A. S. R. A. Tribute to Secretary 712
Announcement 509
Pensions in America, Street Rail-
way 212
Pensylvania Lines to the Conven-
tion, The 512
Special for Western Delegates. 597
Personals 60. 120. 188, 248.
322, 392. 44S. 505, Sn?. 711. 779, 844, 902
Arnold, Howard B 844
Alderman, C, A 18S
-Archibald, F. B 69«
-nalley, W. P 606
^H.ilrd, S. P 822
-Baker, C. F 844
-nancroft, CharicB FoHter .... 822
-Barlon. Guy C 60, 120
-Hasford, George M 690
-Rales & NellHon 696
-Beach, ll.irry E 188
-Beatty, Richard 'D 844
-BeggH, John 1 822
-BIckneli, Warren 844
-Bien. W. F 248
-Binek. Charles M 120
-Brartneld, JO 902
-Bradford, Henry Percy 892
-Bramlette. J. M 822
-Brlckell, William D 60
-Brill and Allied Companlen .... 711
-Brush, Matthew C 902
-R'oykin, R. M 188
-Burch, E. P 248, 902
-Buttrick, W. A 505 .
-Byrne. 6. H 188
-Carr, C. E. A 711, 902
-Carter, William C 60
-Chance, G. W 902
-Cherry. T. C 448
-Cool, U B 188
-Connette, Edward G 448, 605, 779
-Conover, A. B 844
-Crane, Albert S 892
-Crocker-Wheeler Co 248
-Cory, Meredlty & Allen 392
-Crosby, E. A ., 822
-Cross, Charles W 188
-Culver, W. P 892
-Darling, John T 322
-Darrow. E 902
-Davey, John 188
-Davis, Thomas 844
-Derrah, R. H 188
-Deverell. F. A 844
-Dimmock. E. S. 60
-Dobie. Robert McF 902
-Drum, A. L 120
-Dunbar, S. R 392
-Dutton, Arthur N 696
— Eisenmenger, Leonard 322
-Eldridge, Howard 120
-Emmerick. A. C 322
-Emmons. CD 322
-Evans, W. H 449
-Fisher, John H 120
-Fiske, H. T 188
-Fleming. Robert J 61
-Flynn. Charles E 60
-Folds. George R 597
-Folsom. 5. C 505, 844
-Ford, F. R 188
— Fosgate, Prank P 711
—Fox, David 60
— Prazee, William 188
—Frost, A. C 120
— Preshney. Samuel A 596
-Fuller, F. L 449
— Gibbs, George 392
-Girdler, L. T 188
— Goldsborough. W. Ewell 121
— Goodloe. J. S. M 392
— Cionzenbaeh. Ernest 61
— Goss. W. P. M 188
—Graves. W. C 902
— Grover, Henry 596
— Grover. T. P 506
— Gunn, E. B 188
— Gunn, Robert T 120
— Hackett, Charles H 448
— Hagar, Guy A 120
— Hain. James C 779
— Halllday, Edwin 120
—Harris, H. W 60
—Harrington, Walter E 505, 597
—Hastings, George S 844
—Hawkins, E. C 248
— Hayward, A. H 60
— Hayward, R. H 448
— Heywood, James 779
— Honnold. O. A 711
— Hott. Charles E 120
J— Houston. Reagan 60
—Huntington. P. B 779
— Huntress, Frederick A 248
—Ivory, Robert T 902
— Jasperson. R. 188
—Judge, John B 60
— Keeble. S. M 60
—Kennedy, Dr. A. B. W 505
—Kinney. Ely M 505
—King, R. W 120
—King. William R 120
— Klapp. Eugene 120, 902
— Klevin, Lord 24S
—Kline, P. D 844
— Kllng. P. M 596
— Kneedler, H. S 60
— Kruger. Charles 596
— La Croix. William 505
—Lea, E. S. 61
— Lewis. C. C 61
— Leavitt, Robert P 392
— Lindall, John 844
— Lindsey. T. C 248
— Linn, Jr., Arthur L 121
— Littell, H. M 60
— Loftus, M. J 392
— Lohman, Charles G 188
— Lucas. Fred. L 120
— Luxton. William E 505
— Lvman. T. T. . 322
— Manson. John T 596
— Mark. Charles : 120
. — Marshall. Cloyd (portrait) 60
— Matson. John L 322
— Matthews, C. P 696
Meloon, I. L 248
Menden, W. 8 696, 844
McrRhon, Ralph D 902
Mctzclaar, A. H 322
McCullnch, Richard 120
McMlchacI, J. 120
MeKlnley. Wlillarii H 24«
McQuilkIn, I»aac 844
—Miliar, John 696
Miller, Wlillarn R 448
Mitten, P. J 696
Mitten. Thomaa K 131, 606
Montgomery. H. M 248
Morehouse, George D 711
Morley, CharleH R 120
Mortlmciv Jr., Henry C 120
Mowry, F. L. 606
Murch, George A 248
Murdock. Charles 448
Muse. W. E 120
Nagle. George 60
Nell, J. F 779
New, Harry S 322
NIcholi, H. A. (portrait) 248
Ohmer. John F 60
Olson. Charles A 902
Olmste.ad, C. J 188
Page, Menry C 448
Page. H. Vf. 902
Parker. George W 505
Parsons. William Barclay 188
Patteson, 8. K 902
Pearce. H. F 822
Pearce. James A. 188
Peck, A. P. (portrait) 846
Pegram. George H 448
Peiligsler, O. E 902
Pepper & Register 696
Perrlne, Frederick A. C 248
Phlpps, Henry W 248
Pierce, H. J. (portrait) 189
Porter, H. P. J 69S
Porter, N. B. 448
Prob.asco. W. »L 505
Ralph. A. C 248
— — Randall. Frank C 448
Ransom. H. N 449
Reynolds. Henry E. (portrait). 448
Reynolds, H. S 188
Richards, Archer 322
Richards, E. A. 322
Richards, E. H. 392
Riehey, Albert S 120. S96
Robb, Russell 60
Robinson, J. Clifton 606
Rockwell, William 60
Rose, G. G 120
Rounds. George W 392
Ruth, Frank J 505
Rykert, H. S 696
Sanger, Harry "V 60
Sargent, Frederick 18». 248
Sexton. Paul D 448
Schroder, B. A 188
Seibert, Charles 60
Shelton, C. W 605
Shelton. T. W 120
Sherwood, Senator F. D 322
Simpson, C. 120. 844
Sllfer, H. J 392
Sloat, Fred J. J 392
Slocum, J. P. (portrait) 248
Smith, F. E 120
Smith, Isaac 120
Smith, L. E 392
Smith, Peter 392
Smith. W. H 248
Starkey, J. E 448
Stevens. W. N 121
Stiilweil, H. C 596
Stocum, C. H. 60
Stone. A. E 902
Street. Willis W 248
Stretlow, W. L. 60
Strickland. Randolph 696
Swenson. Professor Bernard V.
779. 902
Tarsney. T. B 902
Taylor, Joseph W 328
Taylor. Lewis H. 902
Terwiliiger, W. J 392
Thompson. George H 448
Thompson. S. B 448
Towne. Henry M 188
Townley, Calvert 61
Vanderbllt. Jr.. William K. . . . . 392
Voight. George W 902
Wadsworth. George R 448
Wagner. C. 1 902
^Valton. L. A 188
'«-altz. Frederick H 392
Wallace. H. U 506
Warren. Arthur 188
'S^'eber. H. L 448
Wells. T. K. 844
Wheeler. Leavenworth 596
White, Elmer M 596
White. Elmer M. (portrait) ... 60
White, R. A 120
Whiteside, Walter H. (portrait) 596
'Whitney. C. W 60
^\-|lcoxon. C. N. (portrait) 392
'Winters. E. E 188, 248
'n'itmer. J. P 711
Wolf. L. J 188
Wolff. S. E 902
Wood. 'W. 90J
'Woodcock. H. J 902
Woolfolk, William C 61
Yount. J. M 121
Wright, C. P 449
Wright. W. a 449
Peru. Stephenson Cars for •eOS
Philadelphia Air Brake '395
Co.. Annual Report of the 325
VIII
STREET RAILWAY REVIEW
-Commercial Museum. The 'TOB
-Pairmount Park Transportation
Co 657
-Gas Situation. The e361
-Joints and Traek Construction
In (Nlchols-Voynow) '644
-Rapid Transit Co., Distribution
System '539
Engineering Features of
the Subwav and Elevated
Divisions 'Sn
Its Ofllrers and Heads of
Departments 'SB!
Kingston Ave. Shops '740
Power Equipment •526
Track and Track Tools... '757
Seml-convertlble Cars for .... 'ISl
Street Railways, A Brief His-
tory of 'BBl
Subway and Elevated Railroad,
The '517
-The Works of the J. G. Brill
Co •783
& West Chester Traction Co... •556
& Western R. R 568
Photographic Contest 293
Pittsburg Employes Entertained... 626
Luna Park •311
Railways Co., New Equipment
for •898
Plans. Reorganization A. S. R. A... e561
Polk. H. H. fElPctrIc Railway
Freight Serviced 309
PoTver House Management '493
Plants. Superheated Steam and
the Constriirtlnn of Super-
heaters as Used In fKoester) •SR?
Preservatives. The Strength of Tim-
ber Treated with 216
Prnsser & Son. Thomas 711
Publications. Style for Technical . . e360
Public TTtllttles. CnntrnSts Retwpen
Company and Municipal Own-
ershin and Management of
(BIake> •441
Publicity fWhltcl 425
Association. Technical 856
Purchaslne and Storekeeplng (Hlns-
torffl 292
Piping and Power station Svstems
fMnrrlsl ..•7 •106. *165 •1!97
•371. •414. ♦473. •7.';3. 'SIS. •S77
Pittsburg Railwnvs Co.. Brunots
Island Power St.Ttion of the... •401
Plans of Electric Rnllwavs for 1905 251
for Peorgnni-^Ing the A. S R A. 261
Planer. New Fentures on 1 Cabinet 3S4
Plastic Ball B'ond. A Permanent
Tvne of •J14n
■^latt Iron "WnrVs '^n . The 1?9
Pleasure Besorts. Two New 16
Poor's Manuals 189
Population and Traffic 6
Portable Sub-Stations and Fire
Hazards e866
Portsmouth. Dover g- York Street
Ballway Co.. Semi-Converti-
ble Car for •ISI
Poster. Advertising ^45;
Potter. E. E. fportralt^ SO
— Discussion in .\hstract of
Papers by Messrs. Charles
F. Scott and W. B 769
W. B fElectric Railway
Enulnmenti ". 702
Poste! S- T>inn 383
Power. Data on Cost of 140
Distribution System of the Bos-
ton Elevated Railway Co.
(Hlle) •606
Eoulpment of the Philadelphia
Rapid Transit Co ^526
House by Telephone, Helping
the e560
Reinforced Concrete 627
Plant of the Camden Interstate
Rallwav Co.. New fCnndngo'j •269
Production and Transmist^inn in
the State of Indiana. Cost of
Electric Railway ('Richcy) 43
Station .'^Jvstems. Pinirf nnd
CMorrisI . .•7 "106. •16.S '^OT
•3V1. ^414. '473. •75'!. 'Sin ' •S77
Load Factor as a Factor in
the Cost of Operation
fCrecellusI 'eifl
Pratt, Earl M. (About Rooms for
Employes) 602
Pratt, James R, fFakirs. Malinger-
ers and .Ambulance Chasers). 772
Pratt & Lambert Convention a^
Price, W. G., Wear of Steel Tired
■Wheels — How to Eliminate
Excessive Wear 109
Prime Movers. The Choice of (Rob-
erts) 110
Products of the W. R. Garton Co.,
Two 327
Progress In the United Kingdom,
Tramway 504
Public Service Corporation Blanks 707
Publicity, Value of Verified e478
Punch, Woodman's Consecutive
Registering Ticket ^724
Purdue Railroad Museum, Additions
to 16
Purchasing, Delivering and Paying
for Materials, Forms for
(Schurz) '589
Questions and Answers, A. R. M.
and E e5G2
Question Box 413
-of the Mechanical Electrical As-
sociation (Mower) ... .775, S32. SS9
The Accountant's 477
Radial Drill with Motor Drive .... *227
Rail Bonding on the Brooklyn
Heights Railroad (Forbes).. '237
Joint Co., The S25
Joints. The Cast-Welding of
(Simmons) '650
Thermit Welding of (Cole) 244 '
The Treatment of (Sim-
mons) •641
Ralls, A Device for Measuring the
Deflection In Track (Graden-
wltz) 'SSS
A Good Method for Piling ^512
on the Boston Elevated, Man-
ganese Steel 204
Railway and Power Service, Gas
Engines for •217
Journal Lubricating Co 676
(Complimentary Stenog-
raphy Service) 624
Matters on the Continent 146
— — The Miniature •463
Men, An Offer to 420
Motors of 1905, The e26
System. The Single-Phase
(Scott) 697
Railways, Census Report on Street
and Electric 345
Protective Association 763
Rural (M'Donald) 306
Some Data from Census Report
on Street and Electric 345
Railroad. The Philadelphia .Subway
and Elevated '517
Rapid Railway System. New Type
of Agent's Ticket for 421
Transit Between Berlin and
and Hamburg 220
Rates to the Convention. Rules Re-
garding Reduced 559
Rawle. James (portrait) 633
Reagan, H. C. (An Accident to a
Cross-Compound Engine) .... 822
Receipts. Park e25
Recording Clocks 786
Records of Employes, Personal.... ^421
Registering Contracts. Ohmer 399
Removal Announcements 267
Renaud. W. H. (portrait) 623
Renewals. Recording Special Work
and Special Work •466
Rennick, Alex (portrait) 662
Reorganiation Plans (A. S. R. A.).. e561
Repairs to Enuipment (Nash) .... 354
Repair Shop, The Time Element in
the e561
Economy e361
Report, Liverpool Corporation
Tramways 325
of the Montreal Street Railway
Co., Annual 856
of the Connecticut Railroads. 125
of Massachusetts B'oard of Rail-
road Commissioners, .\nnual. 122
of Metropolitan Elevated, An-
nual 262
of the Railroad Commissioner
of the State of Wisconsin, Bi-
ennial 300
Reports for Track Department .... *223
Resorts, Parks, Groves and ' Sea-
shore 329
Richey, Albert S. (Cost of Electric
Railway Power Production
and Transmission in the State
of Indiana) 43
Ridlon Co., Frank 640
Babbitting Device 680
Trolley Catcher, The ^723
Right of Way Data '204
Rip Saw, Car Shop Band '904
Roadbed (Construction, Track and
— Life and Chemical Preser-
vation of Cross Ties (M'Math) 47
Roberts & Abbott Co., New Work
of 154
Roberts, E. P. (Choice of Prime
Movers. The) 110
Robinson. J. riitton (Motor Buses ,
vs. Electric Tramways 143
Rochester, Forty Kuhlman Cars for 65
& Geneva, New York. Limited
Service Between 370
Syracuse & Eastern Railroad
Co 869
Rockwell. H. B. (Personal Element
In the Adjustment of Damage
Claims. The) 272
Rodger Ballast Cars '627
Rogers Indestructable Packing .... •196
Roller Coaster. The ^897
Roofing for Power Houses, Metal
Tile •846
Rooms for Employes, About (Pratt) 602
Root No. 2 Scraper, The •604
Railway Scraper. The ^609
Rope Lubrication, Wire •786
Ross, W. G. (portrait) 677
(Mutual Benefit Association).. 266
Rules Reg.-irding Reduced Rates to
the Convention 559
Rural Railways (M'Donald) 306
Saginaw & Bay City Railway &
Light Co 'SSS. ^409
Railway Co., The Detroit, Flint
& (Hunt) •849
Valley Traction Co., New Car
Barns and Shops for the ^861
Salamanca, Travias de •69
Sand Box, The Ham ^897
Drying Plant, A Modern '897
Sanders for Street' Railway Service,
Pneumatic Track •634
San Francisco, Important Contracts
In 16
San Francisco, Miscellaneous
Equipment of the United
Railroads of •!
San Francisco. Seeing .... 432
• Standard Type of Cars
for City Service for Unit-
ed Railroads of •290
Saw, A New Eand Scroll ^195
Car Shop Band Rip '904
Sayers, H. M. (Tramway Overhead
Equipment Materials) 169
Schnectady, New Terminal Station
at 277
Scioto Valley Traction Co., Test of
the Railway System of the
(Caldwell) ^796
.Schoen Steel Wheel, The (Johnson) ^192
Solid Pressed and Rolled Steel
Wheel. The ^694
School for Artisans. Summer 333
Schurz. James R. (Forms for Pur-
chasing, Delivering and Pay-
ing for Materials) •569
.Schuylkill Railway Co 323
Schuylkill River, New Bridge Over
the . ^517
Schlesinger, Louis J. CInterurban
Passenger Traffic) 103
Scioto-Valley Traction Co 264
Scott, Charles F. and W.-B. Potter,
Discussion in Abstract of Pa-
pers by Messrs 769
Chas. F. (The Single-Phase
Railway System) 697
Scraper, The Root Railway •509
The Root No. 2 •604
Selfridge, R. B. (portrait) 553
Shops of the Duluth Street Railway
Co.. New ^187
Seattle, Seeing 768
Seats, Orders for Wheeler 178
Secretary, The Ofl^ce of the e479
Selxas, E. F. (Freight Development
by Interurban Roads) 821
Service, A Desirable Car for Inter-
urban (Mitten) 872
Series-Parallel Railway Controller,
The (Pearson) •612
.Service Stripes 806
Shannahan, J. N. (Types of Inter-
urban Cars) 424
Sherwin-Williams Co 706
Shop Device, A New 430
Shops of the Saginaw Valley Trac-
tion Co., New Car Barns and ^861
Shreveport, La., Convertible Cars
for ^^Sl
Sign Letter for Street Railway
Parks, A Solid Porcelain •173
Signs. Illuminated ^329
Signals, "Eureka" Automatic Elec-
tric 599
Signal, The Blake ^895
System, The Lintern 181
Simmons Co.. Motor-Driven Tools
in the Plant of the John.... •782
Fred G. (The Cast-Welding of
Rail Joints) ^650
(The Treatment of Rail
Joints) ^641
[portrait) 605
Single-Phase Railway System, The
(Scott) 697
in the South, The First... •585
Locomotive for Sweden 249
System, New York, New Haven
& Hartford Adopts Westing-
house 713
Sleet Cutter, The Sloan •OS
To Prevent Trouble with 458
Sloan Sleet Cutter, The •eS
Smith, F. E. (portrait) 676
Heater Co., Peter 625
Smoke and Its Abatement (Benja-
min) 368
Smyrna, Tramways at 42
South Bay Railway Co., The Syra-
cuse & •892
Chicago City Ry. and Ham-
mond, Whiting & East Chi-
cago Electric Ry., Power Im-
provements of the •819
Side Elevated R. R., Improve-
ments on the *810
Southern Pacific 1905 Hunting Trip 904
Southwestern Traction Co., New
Cars for Cleveland & '893
.s^peclal Track Work (Angerer) .... 53
Special Work and Special Work Re-
newals, Recording '466
STRKET RAILWAY REVIEW
IX
Long Switch Timbers under *6
Spoor Carbon Co TIO
Spllnian, O. 1'. (Truln Dispatching) 387
Spokaici' & Inland Itallway Co 779
SpokaiiL-, Klectrle Hallways In and
About *''I>1
Sprlngllcld Consolidated Ky., Closed
Cars lor '321
Sprinkling- Car, The New Centrifu-
gal • • 7^J
Sprinkler Protection for Electric
Hallway Properties, Recent
Testa of Automatic •397
Standard Automatic Lubricator Co. (i!)5
Paint Co f 660
Hallway Track Appliance Co... 710
Steel Works, The 640
Standards of lOxamlnatlon of Rail-
way lOm'ployes, Uniform
(Peck) •123
.Possibility of International Ac-
counting ' ells
Stanley, J. J. (portrait) 660
Star Brass Works. The 02b
State Meetings 330
Statistics In Canada, Electric Rail-
way 100
Station of the Indianapolis Traction
& Terminal Co., The New Ter-
minal ^33
Stations, Central Electric Light and
Power 748
Steam and the Construction of Su-
perheaters as Used In Power
Plants, Superheater (Kocs-
ter) •S57
and Electric Roads, Inter-
change of Freight Between.. 38
Heating Plants, Central Station 584
Railroad Competition 362
Koad as a Trolley Manager, The elBO
Sterllng-Meaker Co. Exhibit 693
Varnish Co 452, 631
(A Word About "Sterling"
Varnish) 661
Stephenson Car and Truck Plant
Sold (portrait) 12i
for Peru ^603
Steel Tie, The Avery •B14
Ties. Objections to 430
Tired Wheels •326
in Liverpool 323
Stiles Anti-Friction Metal Co., The
A. C 696
Stitzer, A. B. (portrait) 553
St. Louis Car Wheel Co 640
United Railway Company of..
267, 293
Stombaiigh" Guy Anchors. Instruc-
tions for Installing *467
Storage Battery, Bijur •3S4
Installation, New York Cen-
tral • 131
Storekeeping, Purchasing and
(Hinstorft) 29^
Street Railway Evolution in Massa-
chusetts e296
Association, Canadian 37
Directory of 126
and Highway Conflicts 12
Pensions in America ezi,s
Railways, Parcel Carrying on.. 249
Street Sprinkling by 226
Strengthening Traction Bridges
(Tyrrell) 224
Strike, The Interborough el48
New York 147
. The Result of a Recent 'SSS
Stombaugh Guy. Anchors 632
Stuart Automatic Block Signal *4B1
Stub Tracks, TrafHc Problems Upon
Loops and (Knowlton) .... 'lOU
Sturtevant Co., The New Plant of
the B. F 842
Generating Set, New '67
Progress Club, The ""^
25-KW. Generating Sets '4515
Sub-Station, Glenside, B. R. T. Co.. •542
at Marlboro, The Boston &
Worcester, New 2io
Sub-Stations and Fire Hazards,
Portable e866
Suburban Fares in Massachusetts.. eS60
Trolley Service e419
Subway, The Cambridge 41()
and Elevated Railroad, The
Philadelphia *617
Superheated Steam and the Con-
struction of Superheaters as
Used in Power Plants (Koes-
ter) •S57
Superheater, The Foster •S94
Superheaters in Washington Navy
Yard, Foster '328
Sweden, Electric State Railway Ex-
periments in (Bergh) 109
Single-Phase Locomotive for . •249
Switch and Enclosed Fuse Cut-Out
for Car Lighting. Combined. •782
Timbers, Under Special Work,
Long '6
Switzerland, Some Interesting Fea-
tures of Electric Railways in •343
Sydney, Counter-Weight Tramway
at (Guarlni) '277
Symington Co., The T. H 675
• ^. H. Co.. Products 630
Syracuse & Eastern Railroad Co.,
Rochester 869
Rapid Transit Co. Express Ser-
vice 260
& South Bay Railway Co., The •892
Table, Pay Roll Hour Kxtendlnif.. 583
Tubor-Bechyne (Austria) Intcrur-
ban Line, The '475
Tape for Electrical Usage 124
Target Light, A Novel ArranKemenl
for the 417
Tariff and Mlieage Tables '330
of the Municipal ,Street Hallway
\i\ Cologne, Germany, The New 566
Sheets of the Detroit UnlleU
Hallway and Rapid Railway
System •499
Tariffs in lilrmlngham, Ala., Freight 316
Tarkington, VV. U. (portrait) 47
Taylor, A. Merritt tjiortralt) 555
Edward (The Policy of More
J-lberal Instruction for Motor-
men) 735
Technical Publications, Style for.... c360
Publicity Association 308
Telephone, lleljiing the Power
House By eB60
Tell tile Public Wlial You Have... e98
Temperature Changes on Catenary
Trolley Construction, The Af-
fect of 208
Tennessee .^issessment Bill 381
"Jim Crow" Law In 296, 310
Terminal of the Chicago & Joliel
Electric Hallway Co., Archer
Ave ^450
Glenside Line and Willow Grove
Philadelphia Rapid Transit
Co •646
Indianapolis Express ^340
l^lans for London, Improved
Tramway 446
Station of tile Indianapolis
Traction Co., 'I'he New ^33
at Schenectady, New .... 277
Test Commission, Heceut Work of
the EI,ectric Hallway (Nor-
risj 'Vi'i
of 2,0UU-KVV. Turbine .' . •488
of 4UU-KVV. VVestinghouse-Par-
soiis Turbine ^498
of the Railway System of the
Scioto Valley Traction Co.
(Caldwell) •795
Testimonial to Mr. Brockway 285
Texas Traction Co. Improvements
and Changes, The Northern.. 871
The "999" 196
Tiieater Construction in Ji,lniira,
Rapid 'ill
Tlicrmit Rail Welding (Pellisier) . . •1)42
Welding of Hail Joints (Cole). 244
Third Rail Bonds on the Long
Island R. R •119
insulators *Z'i\
Through Route, A Long 803
Ticket Accounting, Interurban
(Pardee) •764
Contract e25
-for Rapid Railway System, New
Type of Agent's ^421
Tickets (Globe Ticket Co.) 631
"Exchange" e5b0
(Norveil) •278
Some European Notes on (Nich-
oU) 738
Tie, The Avery Steel •514
Possibilities eS68
A Vitrifled Clay •SOO
Ties — Life and Chemical Prepara-
tion of — (M'Math) 47
Objections to Steel 430
Timber Dresser, A New *ZZ\
Treated with Preservatives, The
Strength of 216
Time Element in the Repair Shop,
The e561
Keeping and Pay Roll, Blank
for •482
Tingley, C. L. S. (portrait) 663
C. L. S. (Summer Parks) ^563
C. L. S. (The Cost of Carrying
a Passenger) 793
Tools, Modern Machine '227
Topeka Railway Co ^787
Torreon, Alex., New Cars for •66
Track Cleaner, The Monarch (Ohio
Brass Co.) 699
Construction in Philadelphia,
Joints and (NiehoUs-Voynow) ^644
Department, Reports for ^223
Drill, The Cyclone '899
Records, Birmingham •469
and Roadbed Construction,
Life and Preservation of
Cross-Ties (M'Math) 47
Substructure, A New •ISb
and Track Tools of the Phila-
delphia Rapid Transit Co.... •767
Traction, Electric 349
Situation, Chicago
e41S, 405, 597, 806
Trade Mark, Southwest -Missouri.. •417
West Penn Railways' .... •465
The "Albany Grease" •458
Name Wanted 374
Notes 603
Trading, Municipal lAvebury) 501
(Morse) 367
Traffic Problems Upon Loops and
Stub Tracks Uvnowlton) . . . 'TSS
Interurban Passenger (Schles-
inger) 103
Population and 6
at Rush Hours, Relieving Con-
gested (M'Donald) 31
Tramway at Sydney. <Jounter-
Welght (Guurinl) '277
Car Wheels (Banister) 221
Overhead Kquiumenl Materials
(Sayers) 16»
Progresa In the United King-
dom 146, 264, 444
System, Exlenslon of the Lon-
don United 130
at ChcBlcrllcld. England... •213
Terminal plans for London, Im-
proved 446
for West Fife, Electric (Mc-
Cunn) 40
Tramways of Amsterdam. Holland,
The Electric (Guarinl) '17
Dundee Broughly Ferry & Dis-
trict Co., Ltd 326
Exeter Corporation •470
at Malta 347
New South Wales 316
at Smyrna 42
System, Kilmarnock Electric... ^282
The Amsterdam-Haarlem .. 'IS
Transfer Again, The Wet 323
Transportation Co., New York 16
at Brooklyn Polytechnic, Course
In Electric 452
Department and the A. S. & I.
R. A., The (Brown) 744
Tranvlas de Salamanca ^69
Tray Plate Battery Co 187
Treatment of Kail Joints, The (Sim-
mons) ^641
Trolley Harp, The Liberty ^464
-Line, Trans-Ohio •680
Manager, The Steam Road as a elBO
1,200 Miles by 418
Operation Details, Some High
Potential 429
Outings, East Side 650
Pole, New Corrugated ^602
Service, Suburban e419
Supply Co 660, »01
Talk 446
Topics 339'
Trips, Dcrrah 396
Wheel, The Amesbury '260, 3(8
Wire Finder, A New •es
Truck, Peckham Short Wheel Base. 266
Trucks for Gasoline-Electric Mo-
tor Car, New Type of ^394
Turbine be Started In an Emergen-
cy Quicker than a Reciprocat-
ing Engine of the Same
Power? Can a Steam (Mann). 382
Blading of the Allls-Chalmers
Steam ^899
for the Brooklyn Rapid Transit
Co., Allls-Chalmers Steam... •SSe
Business Growing, The 508
The Direct Current Steam e743
Test of 2,000-Kw •488
of 400 - Kw. Westinghouse-
Parsons •498
Turbines for Brooklyn Road,
World's Largest 454
Condensers for ^481
in Japan, Curtis Steam 612
Turner, Frederick L. (portrait) 739
Twining, W. S. (portrait) 553
Twin Terminal Rail Bonds •487
Tyrrell, H. G. (Strengthening Trac-
tion Bridges) ^224
Type of Road Shall be Built? What e382
u
Underfeed Stoker Co., The 679
Underwood Typewriters 660
Union Elevated Railroad of Chi-
cago, Methods of Increasing
the Capacity and Reducing the
Noise Around the (Arnold). •ISS
Terminal Railway Co., Cincin-
nati, The 94
Traction Co., of Kansas ^842
United Copper Foundry Co 662
Kingdom, Tramway Progress
in the 264, 444, 504
Railway Company of St. Lotus 267
Railways Co. of St. Louis 293
Railroads of San Francisco,
Standard Type of Cars for
City Service for ^290.
States. Discipline in Europe and
(Nicholi) 20c
Metal & Manufacturing Co. 684
Metallic Packing Co. (Mod-
ern Packings) 626
Utah Light & Railway Co.. The
(Honnold) •726
Vacation Tours, Summer 516
Vacuum Car Cleaning System, A... •SSS
Valve, The Anderson Patent Cush-
ioned Non-Return 'ISO
Automatic Exhaust Relief •664
Combination Automatic Stop.. •360
^Davis Combination Back Pres-
sure and Relief ^64
The Davis Turbine Relief '178
STREET RAILWAY REVIEW
Specialty Co., Golden-Anderson 329
Value of a Name, The <^2Si
Vancouver and Lulu Island Rail-
way Property. BTlti.sh Colum-
bia Electric Railway Co. Ab-
sorbs the • • • .JS?
Van Dorn Co.. W. T 631, •661
((Development of Automatic
Couplers for Electric Cars).. 81
Varnish, How to Obtain a Suitable
Car (French) ;24
Ventilation, Street Car ei44
Verified Publicity, Value of e4iS
VIngoe, M. (Paris .Metropolitan Kail- ^
way Co.) ,■•■„■••■,•
Voynow, C. IJ. (Joints and Track
Construction In Philadelphia) ^144
w
Wabash & Northern Traction Co 888
^Valley Contact, Ft. Wayne &.. 4o3
Wampler. Frank (portrait) »63
Warren & Jamestown Street Ry. . . . 864
Car "^l
Washburn Automatic Couplers . . . •389
Couplers • • ■ °'°
Washlngrton Navy Yard, Foster Su-
perheaters in Ji^°
Semi-Convertible Cars for '497
Westinghouse Companies at the
International Railway Exhi-
bition .331
Waste Press. A New '^46
Water Circulation 690
Power, An Available 786
. . — ^Powers for Operation of Rail-
roads, Pacific Coast 97
Wattmeter, Type B Single Phase In-
tegrating 'i^
Way Billing System, A Practical.. •841
Weber Railway Joint, The 611
Weeks, Arthur B. (Insulating
Paints) •■'47
(Suggestions for a Street
Railway Bridge) 'BOe
Welding, Electric Rail '648
in Camden, N. J., Electric 625
of Rail Joints, Electric 649
Thermit Rail (Pellisier) ^642
Welfare Work 627
West, Arthur (Notes on the Design
of Large Gas Engines with
Special Reference to Railway
Work) '700
East, From the 516
West Fife, Electric Tramway for
(M'Cunn) *0
Penn Railways Co. (Meeting an
Emergency) (72
Annual Banquet 70
System 'ISJ
Trade Mark •465
Western Electric and D. & W. Fuse
Cos 627
Massachusetts Street Railway,
The (Knowlton) *881
Westinghouse Belted Type Rotating
Field Alternators *454
Companies, The 654
at the International Rail-
way Exhibition, Washington. 331
Electrical Apparatus 320
Managers' Meetings '901
New York Changes 312
Oflioes 858
Parsons Turbine, Test of 400-
Kw *•"'
Railway Apparatus 629
Motor, New ^778
No. 92 A *CS
Type Circuit Breaker for
Direct Current Uses 'all
Single-Phase System, New
York, New Haven & Hartford
Adopts 718
Wharton, Jr., & Co., Inc., The Plant
of Wm "657
Exhibit, The 684
Improved Switch t>25
Wheeler, C. H., Condenser & Pump
qq 330
Wheel Grinding on the Boston Ele-
vated Railway ^274
Truing Brake Shoe. The 639
The Sohoen Steel (Johnson)... •192
Wheels in Liverpool, Steel Tired... 323
Steel-Tired •326
Tramway Car (Banister) .... 221
Wear of Steel Tired — How to
Eliminate Excessive Flange
W^ear (Price) i 109
White & Co., J. G 682
City Advertising 680
Chicago, Nearlng Comple-
tion. The '246
Elmer M. (portrait) 677
J. H. (Publicity) 425
Wilcutt, G. B. (portrait) 676
Wilson, T. W. (portrait) 189
(Latest Standards of Electric
Cars In American Cities) ... 440
(Suitable Cars for City and
Suburban Service) 439
Williams. C. H. (portrait) 82
Williamsburg Bridge. Electrical
Equipment of the '63
Willow Grove Park, Philadelphia
Rapid Transit Co '549
Terminal. Glenside and,
Philadelphia Rapid Transit
Co '846
Windsor & Tecumseh Electric Rail-
way Co 125
Wisconsin, Biennial Report of the
Railroad Commissioners of
the State ot 300
Woodman's Consecutive Registering
Ticket Punch ^724
Wood Paving Blocks in Baltimore,
Creo-Resinate Processed . . . '502
Worman (Government Control of
Electrical Development in
Ontario) 385
Wurts Ligiitning Arrester, Improved
330, 514
Yale & Towne Triplex Chain Blocks •837
Y'ork County Railways Beneficial
Association 86
Pa.. Middleton Cars for ^42
Street Railway Co., Park At-
tractions for 209
Young, P. S. portrait) 676
STREET RAILWAY REVIEW
Vol. XV
JANUARY 15, 19()o
No. 1
Miscellaneous Equipment of the United Railroads
of San Francisco.
The miscellaneous equipment of many electric roads consists of
old car bodies, trucks, motors, etc., that cannot be used for any other
purpose. Any old thing is considered good enough for a freight,
rock, or tower car. The inspection and care devoted to this class
of equipment are usually very limited in extent. The natural result
is that just when one of these cars is needed the most, it has a
burned out motor, a truck out of order, or the body out of repair.
Time, patience and worst of all, money, is lost. Furthermore this
class of equipment usually docs not meet the exact requirements for
which it is used. A great deal of money can be wasted in a remark-
ably short time by not having the proper car to haul rails, sand,
rock, ties, freight, etc. In this respect the United Railroads of San
Francisco has taken a decided stand and that is that if first-class
equipment is good for passenger cars, it is doubly so fur ils mis-
red plush cushions, red plush curtains, lined with cream colored silk;
red portieres, fancy bronze electroliers, Pullman car tables, Wilton
carpet in middle section, and linoleum in open sections. The car
is mounted on McGuire 39-A trucks and equipped with four G. E. 58
motors, National Electric air brakes, and lever hand brakes. The
gear ratio is 22:62 and a speed of 30 miles per hour is readily at-
tained. This car is chartered to private parties, but only on pre-
sentation of the best of references. It is also used by the officers of
the company, on state occasions. It is considered quite the proper
thing to charter this car for theater parties, serving a supper in
the car after the theater.
The "Hermosa" parlor car was built by the St. Louis Car Co. and
is an older car than the "San Francisco," but has recently been
overhauled and renovated so that it is virtually as good as new.
CAR FOR HAULING STREET SWEEPINGS — UNITED RAILROADS OF SAN FRANCISCO.
cellaneous equipment. The inspection and care of miscellaneous
equipment must be as good or better than for passenger cars.
The miscellaneous equipment of the company consists of two
kinds, viz. : Revenue and Non-Revenue cars. The Revenue' cars
are those, outside of passenger cars, from which a direct revenue
is derived. Among these are 2 parlor cars, 2 observation cars, 3
funeral cars, i electric mail car, 2 cable mail cars, and 2 street
sweepings cars.
The parlor cars are the "San Francisco" and the "Hermosa."'
The San Francisco is a closed car 38 ft. over bumpers, and is di-
vided into three compartments. The middle compartment is 19 ft.
long, and might be termed the parlor. The end compartments con-
tain a buflfet, ice chest, coat hooks, motorman's cab, etc., and are
also used for smoking rooms. The outside of the car is painted a
Brewster green, with gold striping and lettering. The interior is
finished in natural oak, and is furnished with stained r.itt.in chairs,
This car has one large center section and a motorman's cab on
each end. It is painted Tuscan red, with gold striping and lettering.
The interior is finished in cherry ; with terra cotta colored velour
curtains and cushions, rattan chairs, moss green Wilton carpet,
fancy sideboard, etc. An ice chest is provided for on one platform.
The equipment consists of four G. E. 58 motors, Brill 27-G trucks,
hand and track lever brakes. An advertisement that appeared in
"Transit Tidings" gives rates and general information. The car
is used for sightseeing, threatre parties, etc
The observation cars are named the "California" and the "Golden
Gate."
Both were built in the company's shops. The California is 42 ft.
over bumpers ; it has monitor roof and drop platforms. It contains
twelve 38-in. cross rattan seats on each side, and a 24-in. isle in the
center. It is finished in ash in its natural color, veneered ceiling,
etc., and is painted .t Tuscan red with gold Uriping. It is cqnir^ird
STREET RAILWAY REVIEW.
[Vol. XV, .\\i. i
I'arloi" Car .\J> crtiscuicut.
The Parlor Cai "llermosa."
Handsomely upholstered. Beautifully furnished, seating 30 per-
sons. May be chartered as a party car, at the following rates :
Within city liinits.
During the day, .... 5:2 50 per hour.
Minimum charge, - $10.00.
Evenings, 7 p. m. to i a. ni., ... $12.00
This Coinpany is prepared to furnish other cars at reasonable rates.
United Railroads of San Francisco,
Room 822 Rialto Building,
New Montgomery and Mission Sts., G. F. Chapman,
San Francisco, Cal. General Manager.
with four G. L. j8 motors, Peckham 14-B-3-S special trucks. National
Electric Go's, air brakes, Wood patent gates, etc.
The "Golden Gate'' is of rather an odd design. It is 40 ft. long
and 10 ft. wide. The seats run londitudinally and the two center
rows are placed higher than the side seats, and there are five en-
trances on each side. There is also a narrow aisle between the
two center rows. This car will seat 80 people. It is painted cream
color with gold striping. The screens and gates arc bronze colored.
It is equipped with Brill 27-G trucks, four G. E. 1000 motors. Na-
tional Electric Go's, air brakes, track brakes, etc. The accompanying
advertisements show the uses of these cars. The fare for a round
trip is 25 cents. Passengers are taken only at starting point.
Of the funeral cars one was built at the company's shops; one
was bought; and one was changed over from a new passenger
car. An engraving of the last is shown. This car is 38 ft. long,
has a motorman's cab on each end, a compartment for the casket
and flowers, a mourner's compartment, and a compartment for
others attending the funeral. This car is painted Brewster green
with gold striping. The interior is finished in mahogany. The
Observation Car Advertisement.
OBSERVATION CAR.
"Golden Gate."
Observation Cars in charge of competent guides leave Market,
Post and Montgomery Streets, and Market and Second Streets, at
10 A. M. and 2 P. M. daily. Sundays included ; returning at i :30
P. M. and 5:30 P. M.
Sec Union .Square, City Hall,
Lick Monument, Mechanics Pavilion,
.St. Ignatius Church and College,
New Post Oftkc, U. S. Mint, Southern Pacific Hospital,
Mission Dolores, Affiliated Colleges,
Cliff House, Ocean Beach, Etc., Etc.
Distance, Round Trip, 20 Miles.
THE NEW OBSERVATION CAR "CALIFORNIA."
lioard one of these cars and see San Francisco.
The only trip of its kind.
Passing every principal point of interest.
Competent Guides in Charge.
Particularly Designed For Tourists.
.\n instructive, pleasant ride aboard a comfortable and
well-equipped car.
Distance, Round Trip, 20 miles.
taken on at any point, thus reducing the expenses of funerals con-
siderably.
In explaining the use of funeral cars it is necessary to explain
tlie local conditions. Burials are not permitted within the city
limits. Consequently all the cemeteries are situated outside of
the city about 11 miles from the business center, in the adjoining
county, alongside of one of the company's main lines. Spur tracks
have been laid within the boundaries of most of them connectiuj;
THE OBSERVATION CAR GOLDEN GATE.
curtains, cushions, draperies, etc., are of olive green velour. The
carpet is a dark green Wilton. All trimmings are silver plated.
The equipment consists of McGuire 39-A trucks, four G. E. 58
motors, National Electric Go's, air brakes, etc. The car which
was built by the company is larger than this and somewhat more
elaborate in its furnishings.
Funerals are taken on at only three points in the city, making
it necessary to use hearses and carriages to these points. It seems
to be only a matter of time, however, before funerals will be
with the company's main line. The wagon road leading to the
cemeteries is very dusty in the dry season, and almost
impassable on account of mud in the rainy season. Con-
sequently people prefer to travel in a commodious, well
appointed car, which takes theiri to their destination in 45
minutes, instead of driving through mud or dust for sever'ad
hours. The minimum charge for a funeral car is $12.50. For
large funerals additional special cars are run at a reasonable
figure. The expense for cars is considerably less than for car-
Jan. 15, I9<J5.
STREET RAILWAY REVIEW.
:\
riages. Tlie following "ad"
these cars :
is used ill soliciting patronage for
FUNERAL CARS.
Elegantly eqnippcd cars for funeral purposes, direct to all ceme-
teries in San Mateo Connty, fnrnislied at reasonable rates. Quick
service, privacy and courtesy assured. Cars start from the fol-
lowing points : Ferry terminus, i8lh and Guerrero Streets, and
,30lh Street and San Jose Avenue.
Arrangements may be made with undertaker.
Another source of revenue is from Uncle Sam, and for this
purpose the company operates three mail cars, one is electric and
two cable. These cars arc fitted up as per the Post-Office De-
partment regulations with racks, mail bag hooks, lamps, shelves,
etc. The electric mail car C is mounted on a Peckham No. 9
truck, with two G. E. 1000 motors, and track and wheel brakes.
The cable cars have double trucks. These cars have a regular
time schedule, collecting and delivering mail bags at certain sub-
station post-offices and the main offices at stated periods.
Last but not least among the revenue cars are the street sweep-
ing cars. These cars carry the street sweepings from the city
diunps to certain sections of Golden Gate Park, where the sweepr
OIL SPRINKLING C.M<.
ings are used for filling up low land. The sweepings are handled
by teams from the streets to the dumps by the City Street Clean-
ing Department. The tracks for the cars are under the dumps,
and the cars are thus loaded with comparatively little effort.
From three to seven trips are made every day. The boxes in
which the sweeping are carried each hold 8 cu. yd. By using top
hoards II cu. yd. can be carried. The bo-xes are fastened by
means of heavy castings to shafts running lengthwise under the
middle. At the end of the shafts, between the cab and the box,
a one-third section of a gear wheel is keyed. This section of a
gear meshes in a pinion keyed to a parallel shaft running into
the cab. In the cab a worm and gear arc attached to this second
shaft. LSy means of a crank and shaft at right angles to this
the worm gear wheel is turned. This turns the intermediate
shaft with the pinion, which meshes in the section of the gear, and
ULMPINC STREET SWEEPINGS.
thus turning the bo.x with the sweepings partly over. These cars
are 40 ft. over bumpers. They are mounted on extra heavy
Brill 27-G trucks, and have four G. E. 1000 motors. National
Electric air brakes and track brakes. The air compressors are
carried in the cabs in order to protect them from dust and dirt.
The Non-Revenue Cars owned by the United Railroads are I oil
tank car, 2 trolley tower cars, i store-room freight car, 7 track
department freight cars, i oil sprinkling car, 6 wrecking cars, I sand
car, and i motorman's instruction car.
The oil tank car is used to carry fuel oil from the main storage
tank into which oil is run from steam railroad oil tank cars, to
the auxiliary storage tanks at the various power houses. This
work was formerly done with wagon tanks. As there are six
power houses to be supplied with oil the cost of handling was
considerable. This car takes the place of four wagon tanks.
The tank has a capacity of 4400 gallons. The oil is pumped from
the tank into the auxiliary station tanks by means of a Quimby
screw pump, direct connected to a G. E. 800 motor. The car
has extra heavy Brill 27-G trucks, four G. E. 1000 motors and
air and track brakes.
The trolley tower cars are used for general line repair and
construction work. The tower can be raised and lowered by
means of drum and cable. The table can be moved over the ad-
jacent track. The cars have Peckham No. 9 trucks, with two G.
E. 800 motors, and track and wheel brakes. They carry 3 com-
TROI-LEY TOWER C.\R.
STOREROOM FREIGHT CAR.
STREET RAILWAY REVIEW.
[Vol. XV, No, i.
plete line of line repair parts, trolley and span wire, a full com-
plement of lineman's tools, forge for heating soldering irons, etc.
The store-room freight car is the busiest car on the system.
As all car work is done at the car houses, it is necessary to
carry all supplies from the store-room and shops to the car-
houses. As shown in the engraving there is a closed section in
the middle. In this are carried armatures, etc. Shelves are ar-
ranged in this section so that glass and other fragile articles
can be handled without danger of being crushed by other ar-
ticles. Wheels, oil barrels, castings, etc., are carried on the open
and equipped. On one job of track construction some old single
truck cars with W. P. $0 motors, and passenger car bodies, were
fitted up as freiglit cars and were used for hauling crushed rock, etc.
The ma.ximum load that could be carried was 6 tons. At that it was
nothing unusual to have the cars in the barn two or three times a
day for repairs. The job had to be hurried; trackmen were idle
sometimes on account of cars breaking down; five cars, with five
crews to operate them, could not deliver material fast enough.
When two of the special cars were put in service, the five old cars
were thrown aside ; 40 cu. yd. of crushed rock or sand was de-
OBSERVATION CAR "cAUFORNIA."
section, from which they can be quickly unloaded. This car has
a Peckham single truck and two G. E. 800 motors.
The track department uses seven cars for hauling material.
These cars, as can be seen from the illustrations, are arranged
to carry rails, poles, sand, rock, paving blocks, special work, or
anything else in the line of track material. These cars are 40 ft.
long. They are equipped with Peckham extra heavy 14-B-3-S
trucks, four G. E. 58 motors, air brakes, etc. By leaving the side
livered on every trip of these cars ; the trips were made in less
time and at only two-fifths of the previous cost.
Some of the suburban roads are very dusty, and it was thought
advisable to sprinkle them with oil. A single truck oil tank car
which was no longer needed for this purpose was fitted up as
shown in the accompanying illustration. A pipe runs from the
bottom of the tank to the rear end of the car. A T is attached
to it and pipes run to the edges of the car body. Here elbows
FUNERAL CAR.
wings down, poles, rails, or special work can be hauled; 60 ft.
rails are readily handled. By putting up the side wings and
putting in the ends, 10 cu. yd. of rock or sand can be hauled in
each bo.x, or 20 cu. yd. to the car. Thirty tons have been carried
without any strain on the equipment. These cars illustrate how
money can be saved by having miscellaneous cars properly built
and T's are again fastened and pieces of perforated pipe are
screwed into the T on each side. In order to sprinkle, the perfor-
ated pipe is pulled over so that it is at right angles to the rail
on each side. Directly over the rail for about four inches there
are no perforations. The perforations are i in. apart and J4
in. in diameter. By opening the valve in the pipe near the tank,
Jan. is, ipoSl
STREIiT RAILWAY REVIEW.
and running the car at the rate of about 3 or 4 miles per hour
a heavy coat of oil is left on the du.st, extending 2 ft. outside of
the rails.
Each electrical car house is provided willi a wrecking car.
These were originally passenger cars, and logcllier with sand
Avoidahic CauHcs of Central Station rircs.
ny ARTHUR B. WEEKS.
on. TANK CAR.
and instruction cars are the only passenger cars used for
miscellaneous work. The seats have been taken out on both open
and closed sections. The cars are equipped with ladders, timbers,
blocks, chains, tow ropes, draw bars, replacers, ratchet jacks,
lanterns, crow bars, sledges, wrenches, pliers, and tools and small
repair parts of all descriptions. They have been found to be of
great value in reducing delays occasioned by broken down wagons,
etc.
The instruction car is a passenger car from which the seats
have been taken. A complete air brake outfit with levers, etc., is
Defective apparatus is not always the cause of central station
fires; they arc often due to the manner in which the controlling
apparatus has been installed. Rules should be made governing Ibis
matter, just as the wiring for lights, motors, etc., is controlled by the
underwriters.
Low potential transformers when u.<cd by individual concerns arc
ordered enclosed in a vault. Even with transformers of high po-
tential, this precaution is not followed, in some stations. Special
rules should always govern the installing of such apparatus. Oil-
cooled and insulated high potential transformers arc often placed in
any convenient location in a fire-proof building, which, when put
lo the test, proves not to have been fire-proof. This sometimes
results from the fact that the insulation on the cables transmits the
lire to other compartments, spreading devastation. Great advance-
ment has been made of late years along this line; but costly plants
installed before late improvements were brought out frequently
sufTer loss from fires breaking out in most unexpected places, and
causing no little expense and anxiety.
The air-cooled transformers arc equally liable to injury and burn-
outs under continual overload, or when the attendant neglects to
start the air blower until hours after the load has been put on.
Under such conditions fires will frequently break out. Were such
transformers installed in a building apart from the main portion of
the plant, the damage could be limited to that locality and easily
controlled.
Roth oil-cooled and air-cooled transformers are in some instances
placed in a small subway, in which all approach to a fire would be
cut off at the stairway. All the apparatus contained in the subway
is therefore liable to loss. These might be transformers for rotary
converters supplying current for a suburban line; in this event,
TRACK DEPARTMENT FREIGHT CAR — UNITED RAILROADS OF SAN FRANCISCO.
set up in the car, with wiring and apparatus exposed. Controll-
ers, circuit breakers, etc., are also set up in this car, and so ar-
ranged that they can be taken apart and examined. This car
is taken from car-house to car-house for the purpose of having
car men become familiar with the apparatus on cars.
The Elmira (N. Y.) Water, Light & Railroad Co. is constructing
an ice palace and winter resort at Rorick's Glen, on the company's
lines, and will arrange for a large skating rink. The only charge
that will be made will be the fare tlvit is charged on the street cars.
should a burn-out occur, the electric line would be totally disabled.
Should this take place during a snow storm, the results can be
easily foreseen.
Bar conductors run in tile duct from switchboards to the dis-
tributing boards and transformers reduce the fire risk. , The pro-
miscuous placing of high potential fuses in vaults and subways.
often within a few inches of oil pipes and other cables and inflam-
mable material, is another source of fires. When such fuses blow,
great heat is generated ; and in the passage of the arc. an oil pipt
has been known to have been pierced; the oil then ignited and dio
great damage. Such fuses can be done away with, and circuit-
STREET RAILWAY REXIFAV
[Vol. XV, No. i.
breakers substituted. But these, too, must be kept in order, and so
located that when in need of repair, they will not throw out melted
copper or burnt carbon where it can ignite adjacent material. This
relates also to high tension breakers on lines from 10,000 to 20,000
volts.
Sometimes it occurs tliat circuit-breakers are confined to low ceil-
inged rooms. It may be found that the arc cannot be ruptured by
the present throw of the breaker arm. The result is that the arm
of the circuit-breaker is lengthened ; and probably the next time the
breaker opens the arc will set fire to the wood-work above it. If
there are iron girders in tlie vicinity, the high potential current is
liable to arc to them. The barriers should be of marble.
Loose contacts in alternating current breakers occasionally be-
come overheated and expand so as to prevent the breaker opening
on short circuit. If the attendant does not kill the load on that
feeder, worse things may follow elsewhere. If the feeder is not
controlled by a circuit-breaker, it will be necessary to open the field
current of the battery supplying that feeder or set of feeders.
It is a mistake to use rubber covered wire in an air cooling
chamber below the transformers; for the fire that is liable to be
started would be spread rapidly by the air from the blowers. The
first cost would be greater, but it would very soon pay for itself,
should proper protection for all apparatus as far as possible be made,
as well as constant study for safety at all times. This applies also
to the safety of operators.
Not all mistakes are centered, however, in transformers or their
compartments ; for dynamos have also some weaknesses. The vi-
bration in alternating current conductors in a generator is equally
liable to cause the impairing of insulation and produce a short
circuit. Short circuits cause "kicks" in unsupported parts of conduc-
tors, which weaken the insulation, and eventually breakdowns oc-
cur. There have been accidents about generators for which a solu-
tion was never found, no one having apparently been able to explain
why certain peculiar conditions existed. All stations have had
these experiences, where the missing link has remained a mystery.
The bunching of feeder cables through long subways is liable to
impart troubles to other cables. The action of a short circuit on a
feeder supplied with alternating current is now well known ; tlie
cables are thrown bodily from their place. Lightning arresters are
a fruitful source of fires; some more so than others. A fire in a
large Canadian power house resulting in water-soaking of its large
generators, started from its lightning arresters. Overloaded rotary
converters will in time burn out. These machines will endure more
abuse, apparently, than other generators.
Conditions are sometimes such that attendants become confused,
otherwise much damage might be averted. Men who have passed a
rigid examination before being put in charge of these machines
have, in time of trouble, lost their heads so completely as only to
add to the destruction by hasty and misdirected acts.
Much of the trouble experienced with rotary converters has
been eliminated by the late construction of their controlling ap-
paratus. Working a station to its full capacity is not without its
bad results. An overheated armature or burnt out coils usually
result. When a lighting transformer is overloaded, and the fuses
let go occasionally, much to the annoyance of the offices, an over-
zealous electrician may increase the size of the fuse. The fire
which may follow is apt to be very destructive.
Again, a case is recalled where the electrician had a defective
circuit-breaker, which he plugged to prevent its opening, depending
upon temporary fuses. About 500 h. p. at 2,300 volts was used.
Very soon after plugging the breaker, an overload occurred, and
a fuse let go. The arc jumped across to the other phase, and the
resultant short circuit totally destroyed the entire switchboard. The
short circuit was but a drop in the bucket to the power back of it;
and it was only when the central power station was notified by phone
to open the feeder that the attendants there were aware of anything
serious having taken place.
Moisture is a frequent cause of trouble in power plants, where it
creeps in accidentally. Short circuits in concentric cables with a
pressure of 2,200 volts result in great damage. Overloaded switches,
which from poor contact get sufficiently heated to ignite a match,
are sources of danger if not discovered in time to prevent a fire.
Switches so operated that they enter only partially at times, are
sources of danger, when the load put upon them is too great for the
contact made. The result is most disastrous.
From the foregoing it will be seen that many of the most common
causes of central station fires are avoidable at the expense of a little
precaution at the time of installation, and of subsequent watcliful-
ness and care.
— — ; — ♦-•-♦
Lon^ Switch Timbers Under Special Work.
Special work laid in permanent pavement must of necessity be
made as much of a unit as possible in order that the pavement
may give the best possible wear.
It ii the practice of a large road in the East to lay long chestnut
^i-L SWITCH T/MBERi - 7 '«• 9"
■^ ./*.vy- j7- ^n' j^
TIMBERS UNDER .SI'ECI.\L WORK.
switch timbers under special work as shown in the accompanying
sketch. These timbers are of course bedded in concrete where
brick pavement is laid. The use of long timbers under special work
has greatly reduced the cost of maintaining line and surface.
Population and Traffic.
The Indianapolis, Columbus & Southern Traction Co. was the first
line to enter Indianapolis, the 10 miles between Indianapolis and
Greenwood being opened in iSgg. When the road was extended
south to Franklin, lo miles farther, the total population served was
increased 150 per cent and the receipts were increased in almost
exactly the same ratio. In September, 1903, the road was extended
10 miles farther south to Columbus, the population again being in-
creased about 150 per cent. The last year has shown a correspond-
ing increase in gross receipts.
Pipiiii^ and Power Station Systems. III.*
BY WILLIAM L. MORBIS, M. E.
Pipinj; Systems — Continued.
Ill order lo make the station operation secure against all con-
tingencies it may be arranged to liave eacli battery of boilers dis-
liiict by itself. Each battery will have its own economizer, its
own by-pass flue, stack and fan engine, the same engine driving
lintli llic blast fan and slack fan with a cutting in arrangement
the battery of boilers is out of use and after the brick work has
cooled down. It is wholly useless lo invest money in economizers
and not to make most liberal provision for cleaning them. They
arc sometimes allowed to fill up with deposits inside and outside
so that they will not raise the temperature of the water more than
20° to 30°, while if they are cleaned both inside and out they can
and have in practice raised the temperature of the water from 50°
Cross /^^/ C^f^^c/rr^Si"/r/fy^ *- ~^
^ arrm »4^ l^r77% ff/
.'Jt^C ^ ,7V
^ «T7T>< rMi TTm M ^/p^sJiy^^
30/
'U22 A ■ • ■
Yl UTTTi fTrTI TTTTXjL
,,,l>llttll>iiiii>iii3ninfr\
\ tV/.'-'J Cr^B rTTTH If
Iiotli fur llic air blast and llic main flue, as shown in Fig. .11. By
speeding up these engines two of them should havfi sufficient capac-
ity for three batteries of boilers. After a careful consideration it
may be decided to use the plan shown in Fig. 12, making the fan
engines capable of taking care of three batteries of boilers each by
speeding them up. This would make somewhat less machinery
lo care for and would allow either fan engine to be shut down and
would make it pos5iI)Ie to run all of the present installation or
to 270°, a total of 220°. In order to cool the economizers
sufficiently to permit careful and thorough cleaning no gases should
be allowed lo pass on the outside of any of the economizer wafls
while the cooling and cleaning is in progress. It may occur to the
engineer that he can save in space and in first cost of installation
by placing the main flue to the stack between the boiler and build-
ing wall and place the economizer on top of this, boxed in so to
speak, without any possible chance to cool them off. Where else
>/.•!»}»!!>•>}•}} J, • J, J,, I, ,,,,1,,„,,1,>J11J J J^>>>>)^^/^^>^^^>^>^^>^!l!!lllllllfr//^///J J Ji^ZZZ.
^1 azsz^szz^^
^
fZ^-^— t 1 ■ ^
"""""""""
'■"""'""""'
M o>}n &hi v\\',^ ^/
three-quarters of the future installation. This would necessitate
the use of a second fan engine and stack in order to insure con-
tinuous operation of the present three-unit installation.
By placing economizers in separate groups as shown it becomes
a very simple operation to clean them as this can be done when
•Copyright. 1904, by KeiiHeld Piibli.«liing Co.
in the plant can he save from lo to 15 per cent in the cost of fuel by -
doing better engineering? The saving in this detail alone will in
five years' pay the entire cost for engineering of the power station.
The cross connecting flue can be of light iron and left uncovered
except in cases of emergency, when one of the fan engines would
be out of service. The radiation of heat would be confined to the
fan casing and the stack. There are many interesting details in
8
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
connection with the boiler and economizer settings, smoke flues,
air pipes, etc., but as they are somewhat foreign to the piping sys-
tem these details will not be furtlier discussed.
Assume that the arrangement shown in Fig. 12 has been adopted
for the station in question. There are the two fan engines to
provide for and the piping system and also the stoker rams. The
next question that arises is, what shall be done for boiler feed
pumps? Electrically driven feed pumps are not satisfactory except
when the motors can be run within a very limited range of speed
If the station were very large four electrically driven pumps to-
gether with a steam pump could be used, the latter being used
with any or all of the electrically driven pumps to take care of
any demand less than the capacity of oue motor driven pump; one
of the electrically driven pumps could be shut down when the
slowing down of the steam pump still gave more water than was
required. For a plant of the size in question, however, the addi-
ScCM/oyr/z^ ^
^i/jf/i.^/j^^r /'^so ^f^/. V
I
I
FIG. 13.
tional maintenance of using electrically driven feed pumps is not
justified. There is also needed a line of pipe to which to attach
the water tube cleaner turbine, and this must be supplied from
some other than the feed pump. This is imperative, for water
must not be drawn from the feed main for any purpose whatever
except to feed such boilers as are under pressure. This require-
ment must never be lost sight of in laying out a station system
having an economizer or closed live steam heater between the
pumps and the boilers. Not only should all other service be kept
off the feed main, but the latter should at all times be under full
pressure. The moment that a hose line or a connection into an
empty boiler is opened from the feed line the pressure immediately
drops in proportion to the size of the opening, possibly 10 or 15 lb.
The temperature of the water in a live steam heater or an econ-
omizer is sufficiently high to generate steam when the pressure is
lowered, and this causes a serious water hammer in the economizer,
heater or pipe lines. For the same reason the blow-oflf from an
economizer should be handled according to an established method
which will be mentioned later. Broken economizer sections and
leaky joints are often the results of mistreatment.
In arranging for feed pumps two will be required in any case,
and while one is used for boiler feeding, the other can be used for
filling in boilers, running turbines, etc. In addition to these two
lines of water service it will be necessary to have a low pressure
system operating, say on 25 lb. pressure, which can be used for
cooling engine journals, wetting down ashes, for the plumbing
fixtures, washing floors, for the make-up water, for the open heater
and other similar services. In addition to this "house service"
there should be a fire service system the pump for which should be
able to maintain 100 lb. pressure running full speed. These four
services must be available at all times, although it is not necessary
nor desirable to keep the fire service pressure on all the time. The
house service or low pressure lines may be taken oflF the fire system,
using reducing valves and reliefs, and even if there be a reducing
valve in the line no loss in economy of operations will be effected
as long as the fire system is under the same pressure, say 25 lb.
Whenever the fire system pressure is raised the pressure reducing
valve and relief will protect the line against any careless manipula-
tion of valves.
There are then various combinations of conditions all of which
should be fully met by the system employed. The following are
the different conditions :
(i) Feed main on.
Tube cleaner main on high pressure,
House service and fire main on low service,
With pump on each line.
(2) Feed main on.
House service low pressure, cold water,
Fire main higher pressure, for outside sprinkling.
(3) Feed main on.
House service on,
Two pumps in service.
(4) Feed main on.
House service on through reducing valves,
Fire main on for fire,
With three pumps on, two pumping into fire main.
(5) Feed pump on.
House service on through reducing valve,
Any of three pumps in service.
The third condition would be the regular operating one, leaving
one pump in reserve at all times. The boiler is so important that
with three pumps in the plant it would be policy to arrange all of
them so they could feed boilers, making it possible to operate under
condition five. It is possible that two of the three pumps may be
out of condition at the same time. The two boiler feed pumps
would be of the same pattern and size with compound cylinders
suitable for boiler feeding, and they should be outside packed.
The fire pump should be of special pattern to fill its various
duties. Probably a soo-gallon pump would have ample capacity
for fire protection, and owing to its high speed it would necessar-
ily be of the regular piston type. The cylinder ratios should be
such that the regular fire pump can be used as a feed pump to
deliver a small amount of water such as would be needed for
boiler feeding. This pump would be regularly used, as a 2S-lb.
pressure pump and in order to economize steam it would be neces-
sary to compound it, possibly six to one, and use it as a compound
pump for the low pressure work only. By operating the port
changing slide valve the pump would be immediately changed to
two high pressure cylinders for fire service or boiler feeding.
In many ways the gravity storage tank is very desirable, as it pro-
vides a storage for water while changing over the pumps and it
also helps to maintain a steady pressure of water. If gravity
tank water is to be used for cooling engine journals, it will neces-
sitate the use of a much larger amount of water than otherwise,
due to the tank becoming heated. If the tank be of metal and
located near the roof, much trouble will be experienced from its
sweating and, in order to avoid dripping, it will be necessary to
use a water-tight pan under it. In order to maintain a steady
pressure with a small amount of storage, it would be preferable
to use a small closed expansion tank in the basement.
The three pumps would ordinarily use different water for the
A'^Sl^^^/? /^^^^ ^V.-5",V
FIG. 14.
suctions, the boiler feed pump using hot water from tlie heater and
the other pumps using cold water. The pumps must therefore have
their suctions so piped that any one of the three can use the heater
water or intake water.
Before laying out the piping for this pumping system it is
necessary to consider what to do in regard to the heater. Shall
one or two heaters be used? Before attempting to determine this
question, it is necessary to consider how essential the heater is
in securing continuous operation. There are condensing plants
using economizers and electrically driven auxiliaries that take
water from the hot well and feed directly into the economizers
without having any heater at all. Now if the economizers can
operate continuously without a heater, why must we provide a
reserve heater for the two hours or so that it takes to clean them
out? The only directly appreciable loss is the heat discharged
from the exhaust pipe while cleaning; this is a very insignificant
loss considering the long intervals between cleanings. Another
Jan. 15, 1905.]
STREET RAILWAY REVIEW.
question in connection with tlic use of two heaters is how to take
:i uniform amount of water from each heater when using one feed
pump This can be arranged by means of floats and other un-
rclial)Ie devices, but there docs not appear to be any practicable
method except by the use of two feed pumps working separately,
each with a separate heater. This detail should not be lost sight
of in determining the Iieaters.
There must also be considered whether a closed or an open
heater shall be used. 'I'lie only advantage of the closed heater
is that the oil in the exhaust steam docs not mingle in any way
with the feed water. But is this sufficient to outweigh the ad-
vantages of an open heater for the service in question? In the
first place, the open heater is made of cast iron instead of plate
steel, making it able to stand the chemical action within it for
a longer time, .\nothcr feature of the open heater is that it is
not subjected to severe stresses, due to the boiler pressure, as is the
case with a closed healer. The closed heater is far more difficult
to clean and, in case of a condensing plant, but little benefit would
be derived from it, as the closed heater would raise the temperature
of the water only about one quarter as much as the open heater.
If sufficient exhaust steam is delivered to an open heater to raise
^J-St/^//A' /'SiO '/^^//v
FIG. 15.
the temperature of the water 75 degrees, the same amount in a
closed heater would raise it only about 17 degrees, correspond-
ing to a loss of nearly 6 per cent of the coal consumption. For
a non-condensing plant the closed heater deserves careful con-
sideration, but it is quite out of the question for a condensing
plant, as the only exhaust steam available for the heaters is thai
from the auxiliaries. The open heater should be amply large, not
so much for the purposes of a heater, but to permit possible chemi-
cal treatment, precipitation and to provide a large filter bed.
Therefore one open heater is chosen for the station luider con-
sideration.
There are other features still to be considered before laying out
the pump piping. Shall a water meter be used and, if so, where
shall it be located? Also how shall water be taken from the hot
well and delivered to the heater? Water could be supplied to the
heater by the fire pump while it is being used on the house service,
but, by doing this, water would be delivered to the heater from the
hot well at possibly 60 degrees instead of go degrees, a loss of
3 per cent. If using go tons of coal per day at $2 per ton, this
would cause a yearly loss of about $1,000. It is essential therefore
to save the 30 per cent of heat, even though it becomes necessary
to use another pump, but this is objectionable, as it makes another
machine to care for, watch and regulate.
A simple solution of this question is to attach to the plungers
of the feed pump, in such a way that they can be readily detached,
the pistons of the low pressure heater supply pump. The advantage
of this arrangement is that better economy is secured, there is
one less steam end to look after and there is no liability of shortage
nor waste of heater water. The amount of water delivered to the
heater will be the same as that taken from it. Therefore it is de-
cided to use a double water end feed pump arranged so that the
lieater supply pump can be quickly disconnected in case of acci-
dent, and during a repair water would be taken from the house
service line by means of the fire pump.
Ne.xt comes the water meter. This should be so arranged with
respect to the piping that the total water fed to any or all of the
boilers can be measured, whether fed through the economizers or
with the economizers cut out. The meter should also permit
the measurement of the water fed to one. two or any number of
boilers desired, with the water either passing through the econ-
omizers or fed direct. The meter should also be arranged with a
by-pass so that it can ordinarily be out of service. Fig. 13 shows
one system of feed water pipes with meter, the hydraulic tube
cleaner line being also, in this case, an auxiliary feed main. This
system is especially suited to plants that have one economizer to
serve one side of the plant. It will be noted that the feed water
can be run through the economizers and any one or more of the
boilers fed through the meter, the boilers not on the meter being
fed through the regular feed main. The only condition that could
be improved is in the case of feeding with the economizer cut
out. It will be noted that when metering cold feed water, even if only
for one boiler, all the other boilers would have to take cold feed
water also. The system shown in Fig. 13 requires no extra piping
for the meter other than the meter connections themselves. When
cleaning the boiler tubes the meter is shut off as well as all feeds
to the boilers, and the regular feed main is used for boiler feed-
ing. The test usually made with economizers is to meter the water
for all boilers, first with the economizers on and before cleaning
them, second with the economizers off and third with the econ-
omizers on after cleaning them. This test is to determine how much
can be saved by reason of cleaning them, or, in other words, to de-
termine how often it pays to clean economizers, how well to
clean them, etc.
Another arrangement of piping can be made, as shown in Fig.
14, which will provide for all conditions and which will permit
metering cold water fed to one boiler and feeding through the
economizers for all the other boilers. Fig. 15 shows the regular
method of operation with the meter out of service and the hose
main ready for use. The feed system in this illustration is shown
in full lines, and the cleaner system is dotted.
(To be continued.)
Experiments on Concrete and Iron.
In the course of the construction of the East Boston tunnel the
engineers of the Boston Transit Commission made some interesting
experiments to determine how rusting of iron was affected by con-
crete. The results are reported in the Commission's Tenth .Annual
Report, as follows :
To Indicate Whether Iron Rusts When Imbedded in Concrete.
Nine strips of sheet iron (2 in. x 6 in.) were cleaned till their
surfaces were bright and free from rust. Then they were imbedded
in concrete, molded into the form of a hollow cylinder, the outside
dimensions of which were 14 in. x 20 in., the walls being 3 in. thick.
This cylinder, when hardened, was kept filled with water, and wa.s
placed in the tunnel. At first the water percolated through the con-
crete very readily, but the amount of percolation gradually dimin-
ished so that at the end of about two months the cylinder became
practically watertight. At the end of two years the sheet iron strips
were removed from the concrete and examined. They were found to
be free from any rust, and in as bright condition as when placed in
the concrete. The concrete was made in the proportions of i barrel
of Portland cement, 9 cu. ft. of stone dust, and 11 cu. ft. of broken
stone.
To Indicate Whether Steel Imperfectly Cleaned Is Preserved from
Further Rusting by Imbedding the Same In Concrete.
A square plate (4 x 4 x J4 in.), which had become badly rusted, was
cleaned by filing till its general surface was bright, but the rust
still remained in the numerous small pits. This plate was then sur-
rounded by about i;< in. of concrete, molded in the shape of a square
block. The concrete was proportioned as follows : 1 barrel of port-
land cement, 9 cu. ft. of stone dust, 1 1 cu. ft. of broken stone.
The concrete block, when hardened, was placed in water for three
or four days, then taken out and dried in air for three or four days.
This process of first wetting and then drying was continued for two
years, and then the plate was removed from the concrete and ex-
amined. The portion of the plate that was bright had remained
unchanged. There was apparently no increase of rust in the small
pits, but in some of them the color had changed from the originally
reddish brown to a yellow. Professor Norton, of the Massachusetts
Institute of Technology, judges this to be merely a change in the
composition of the old rust, and not a formation of the new rust.
Two other pieces of steel treated in the same way g?.ve the same
results.
10
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
The Bo.ston Elevated Construction Car.
In connection with the construction car mentioned by Mr. H.
M. Steward, roadmaster of the Elevated Division of the Boston
Elevated Ry., in his recent paper before the New England Street
Railway Club, the following additional particulars are of interest :
The construction car consists of a flat car mounted upon two
Baldwin trucks with 33-in. steel tired wheels. It is 46 ft. loj^in.
long over drawbars, and is divided into two sections, comprising
an open platform at each end and a closed house for the storage
of track maintenance equipment. The front of the working plat-
form is shown in the accompanying illustration. It carries a der-
rick equipped with a lo-ft. and 20-ft. boom, the lifting capacity of
the derrick being 2,000 lb., at a radius of 20 ft. The boom is
made of long leaf Georgia pine and the derrick is so mounted
upon the car platform as to enable the boom, hoisting mechanism
and operating platform to be freely turned to meet the require-
ments of the work in the Sub\vay and upon the elevated structure.
The derrick is operated by two No. 32 pneumatic portable winches,
built by the Chicago Pneumatic Tool Co., the winches being so
placed that the operating levers come on the opposite sides of the
mast. The derrick is controlled by one man, who uses both hands
in working the levers as he stands upon the operating platform.
Two turnbuckles are ordinarily used to hold the derrick in a for-
ward position. These extend from the top of the mast to the sides
of the car, and are easily taken oflf when necessary. The operating
platform is further secured from turning by a chain and pin
which fastens it to the car platform.
In the operation of the construction car a flat car is usually run
in front of it to receive the rails, ties, etc., which are picked up
by the derrick in making repairs to the track. The two cars con-
stitute a work train and are propelled by four G. E. 73 motors
mounted on the trucks of the construction car. These motors are
rated at 7S-h. p. each on the hour run basis of 75 degrees C. tem-
perature rise at full load, and they are controlled by either of two
G. E. L 4 standard controllers, one being mounted at each end of
the housed part of the car. A commutating switch which throws
all four motors in series for running at a speed of 4 or s miles
per hour is installed in the interior of the car. This switch also
throws them into two series-parallel pairs. The car is 8 ft. 854 in-
wide over all, and is used only on the elevated division. It is
construction car. The flat car also has automatic brakos, so that
both cars are braked.
A tool box containing sledges, hammers, wrenches and other
track tools is set on one side of the construction car's open plat-
form behind the derrick, and on the opposite side is an oil and waste
box.
The housed portion of the car is about 30 ft. long. It con-
tains a large assortment of tools and supplies. Longitudinal scats
VIEW OF ii> n.ku.
KEAR OF CAR.
are provided on each side for the track crew ; the interior is
lighted by eight i6-c. p. lamps, and heated by four Consolidated
car heaters suspended from the roof. A slate switch box is
mounted on one wall. This contains Noark enclosed fuses for the
main power circuit and for the compressor motor, heating and
lighting circuits ; a double throw main knife switch for connect-
ing the car wiring to either the trolley or the third rail ; and a
WORK CAR OF BOSTON ELEVATED RAILWAY.
equipped with the National Electric Co's. automatic air brakes.
There are three motor-driven compressors of 4-h. p. each, oper-
ating at sso volts and 1,100 r. p. m. These supply the air for
the operation of the brakes and the winches, drills, grinders, etc.
The flat car in front carries rails, frogs, bolts, third-rail insulators,
spikes, ties and other supplies. It is of the same length as the
main switch for the power circuit. On the outside of the box
are the snap switches for the compressor, heating and lighting
control. Snow brushes of the company's standard steel spring
construction are mounted on the trucks adjacent to the third rail
shoes, and the roof is equipped with two trolleys.
Underneath the seats in the car are various wrenches, grippers.
Jan. 15, lyos.]
STREET RAILWAY REVIEW.
11
/A/ ^4VO/u-a or ^o -o'
CRANES ON BOSTON ELEVATED WORK CAR.
picks, bolts, washers, ropes, chains, etc. One of the motor-driven
compressors is mounted inside llie car also. On the walls are a
medicine cabinet equipped with emergency bandages, antiseptics
and other relief appliances, and racks holding lantern globes, fibre
insulating joints used in the signal rail, brushes, hack saws, in-
candescent lamps, lignum-vitae blocks, monkey and Stillson wrenches,
adzes, a.xes, a track level and gage, spike pullers and air hose.
The derrick is supplied with air through a i-in. hose which con-
nects it with the reservoirs of the compressor system.
Suspended from the roof are two emery grinders for use on
the rails, equipped with flexible shafts which are driven by an
air motor on the car; cages of incandescent lamps in banks of 5,
cross-cut saws and a "bug" or portable trolley pole for connecting
with the trolley underneath the elevated structure. On the floor
is a large assortment of spike bars, hand jacks, wrenches, special
track bars, tie clamps, spades, brooms, rail drills, boards, etc.
Extra fuses arc carried on a shelf, and there are boxes of bolts,
nuts, washers and other odds and ends, likely to be of use in the
work of repair. A sand pail, metal waste can and a Badger
chemical fire extinguisher arc also supplied to the construction car.
Despite the great variety of equipment upon this car is appears
roomy and convenient. It was designed and equipped by the Ele-
vated Division, the construction of the car body being efTected at
the Bartlett St. shops of the company.
INTERIOR BOSTON CONSTRUCTION CAR.
12
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
Street Railway and Highway Conflicts.
An interesting paper on street railway and highway conflicts
was recently presented by Mr. Bentley W. Warren, of Boston, at
the meeting of the Good Roads Association in that city. Mr.
Warren's prominent connection with the legal side of street rail-
way work in New England enabled him to speak with authority
upon the broad relations existing between the street railways, town
authorities, and the commonwealth. He began by pointing out that
two parties are always necessary to every quarrel, and that every
dispute is due either to the ignorance of one or both parties to it,
or else to a wish by one party to take an improper advantage of the
other party. Conflicts between street railway companies and pub-
lic ofiicials must be attributed either to the ignorance of the parties
concerned or to the improper intention of the street railway com-
pany. Mr. Warren stated that in his experience controversies of
this nature have rarely been due to a wish on the part of the street
railway company to evade the performance of a lawfully imposed
duty, or to take advantage of the official representatives of the
public. Of course, exceptional cases occur in which the foregoing
does not apply, but even in these exceptional cases the unseemly
and often disgraceful features involving disorder, violence, childish
waste of money and inevitably great discomfort and inconvenience
to the public, for whose safety and convenience both the public
officials and the corporations exist, might be absolutely avoided if
the public officers who were parties to it were properly informed of
the law and its ample provisions for prompt and effectual regula-
tion of any corporation which cither wilfully or negligently fails to
obey the law.
In general the cause of these conflicts is ignorance of some essen-
tial condition, and it is no reflection upon public officials that this
ignorance more frequently exists upon their side than upon that of
the railway officials. The latter have but one professional interest
to study — street railways, and the facts and law pertaining to them ;
while the public officials, whether they be aldermen, selectmen, su-
perintendents of streets or supervisors of highways, have duties and
responsibilities covering a wide range of subjects, requiring tech-
nical and legal information of varied character, and upon many
subjects, of which the relation of street railways to the highways is
only one, and that, too, one not requiring regular, but only occa-
sional, attention. Again, the street railway officials are usually
men of long experience in the business, to the mastery of which
they have devoted many years, while on the other hand, public
officials under our system of government are frequently changed,
so that a street railway question may be presented to such an official
only once during his term of office, and there is no opportunity
for acquisition by him of a fund of knowledge and experience to
enable him to pass quickly and intelligently upon the phases of any
dispute which may arise.
Mr. Warren stated that he proposed to approach the question
rather with a view to determining the reasons for these frequent
clashes, which reflect only discredit upon all the parties to them,
than to attempt any particular description of the particular contro-
versies for which the public has suflFered in the past. He did this
with the hope that if a general understanding could be gained of
the difficulties under which the street railway business is conducted,
and also of the relations which ought to exist between those re-
sponsible for its proper conduct and those responsible for the gen-
eral oversight of the highways, nnich needless ill-feeling and quar-
reling might be avoided.
The ignorance referred to is of two sorts. The first is extremely
simple, and would in itself relieve the public of much annoyance
and discomfort if it were removed. Ordinarily when a controversy
arises, it is due to the wish or order of the constituted authorities
that a street railway company should do some particular thing
with reference to the highway which the company refuses to do.
Thereupon the offended officials endeavor to enforce compliance by
a physical obstruction of the railway, or an interruption of its op-
eration, sometimes without any reference to lawful authority for
so doing, and sometimes by invoking the authority given to such
officials by law, but intended to meet an entirely different situation.
In all such cases, the chief sufferers are those members of the public
dependent upon the operation of the railways for getting to and
from their homes. The only question really involved in any such
case is the legality of the requirement which the officials are en-
deavoring to enforce in an irregular and unlawful manner. In no
case, probably, is there the least necessity for resort to force or for
inconveniencing the public ; but in their ignorance of the law gov-
erning such situations, these officials, sworn to the faithful per-
formance of their duties, unwittingly and ignorantly expose the
public to. a real hardship. Under the revised laws as they now
exist, both the supreme and superior courts have equity jurisdiction
to compel the performance, and to restram the violation, of all
laws which govern street railway companies, and of all orders,
rules and regulations made in accordance with the provisions of
law. In every controversy, therefore, it is possible for the public
official to apply at once to a justice of either of these courts for an
order compelling the street railway company to comply with a re-
quirement about which the controversy exists, and that order will
be issued by the court in every case in which the requirement is a
lawful one, and certainly no one could expect or desire compliance
with an unlawful requirement. By pursuing this method pointed
out by the statutes themselves, full obedience can be exacted from
the most recalcitrant street railway company, and the most obstinate
street railway official, of every obligation to which it is subject,
and this in a prompt, orderly and complete manner, without hard-
ship or inconvenience to any member of the public desiring to use
either the facilities furnished by the street railway, or those exist-
ing in the highway itself. Recent examples of the enforcement
of this remedy can be found in the decisions of the Supreme Court
in Newcomb vs. Norfolk Western St. Ry. Co., 179 Mass. 449, and
Gardner vs. Templeton St. Ry. Co., 184 Mass. 294.
Most of these controversies might be avoided if there were a
more general knowledge and appreciation of the legal nature of
highways and of the relation of street railway companies to them
and to the officers having jurisdiction over them, and responsible
for their condition.
The ownership of the land embraced within a highway belongs
ordinarily, and according to many legal authorities always, even
where a deed of the land has been made to a city or town, to the
owners of the land abutting upon the highway, the only title to the
land in and under the highway possessed by the public being an
easement in the nature of a right to use it for' highway purposes.
The title of this easement is not in the city or town in which the
highway may happen to lie, but is in the whole public of the state,
which is represented by the legislature. This easement includes not
only the right to use the highway for all ordinary methods of travel,
represented by foot passengers, equestrians, drivers of carriages
and wagons for merchandise, but also covers the use of highways
by street railways and by motor carriages, and the right to use the
soil under the highway for steam, water, gas and sewer pipes, elec-
tric light, power, telephone and telegraph wires, and may include
some other uses besides those mentioned. All these uses are sanc-
tioned by the courts upon the theory that they are in aid of the
public easement for which the highway was originally taken and
laid out, and the owner of the land in which the easement was
originally taken is conclusively presumed by the court, in his origi-
nal damages, to have received full compensation for all the pos-
sible uses to which the land may be put consistently with its use as
a highway. Railroads operated by steam, because of the great speed
at which the cars are operated, and elevated railways, because of
the obstruction to light and air occasioned by the elevated struc-
ture, have been held not to have been included in the original ease-
ment, and, therefore, not to be authorized in the highways except
upon the payment of additional damages. The question of the
legality of a street railway in a highway was repeatedly passed upon
by the Supreme Court during the period that such railways were
operated by horse power, the case usually cited being that of
.Attorney General vs. Metropolitan R. R. Co., 125 Mass, 515.
It was again considered by the court after the introduction of
electricity, and the use of the highway for electric cars was upheld
by the Supreme Court in Howe vs. West End St. Ry. Co., 167
Mass. 46, decided in 1896, and the use of a private freight railroad
operated by horses in a public highway was sustained by the Su-
preme Court in the case of White vs. Blanchard Brothers, 178
Mass. 363.
Mr. Warren stated that the latest case of which he had knowl-
edge re-viewing and re-affirming all the previous cases is that of
Eustis vs. Milton St. Ry. Co., 183 Mass. 586.
In Massachusetts, and probably in all jurisdictions governed by
the common law, the control and ownership of the public easement
in the highway is vested in the whole public, acting through its
Jan. is, 1905J
STREET RAILWAY REVIEW.
13
representatives, the legislature. The legislature may exercise its
control directly, or may delegate it to subordinate bodies and agents
responsible to itself, and it may change tliese agencies at pleasure.
Nothing is clearer in the judicial decisions in Massachusetts than
that a city or town has no ownership in the higluv.iys witliin its
limits. For convenience, the legislature has in almost all instances
delegated the control, both of bridges and highways, to inferior
governmental agencies, but this delegation carries with it no title
to the property controlled, and no guaranty that the agency will
not be changed. For a long period the favorite agencies for laying
out highways were county commissioners an<l boards of aldermen
and selectmen, while the almost universal agency for the mainte-
nance and repair of the existing highways were the cities and towns
themselves, acting through their appropriate officers; but that the
powers which have been given to the cities and towns by the legis-
lature are in no sense a contract and do not become vested rights
as against the legislature was distinctly affirmed in Prince vs.
Crocker, 166 Mass. 347, p. 359.
In recent years, the creation of the Massachusetts Highway Com-
mission is a striking exami)lc of the legislative power to change
the control of highways, and this already very important commis-
sion, with its jurisdiction and control over the many miles of state
highways in Massachusetts, is likely in the not remote future to be
the chosen agency representing the legislature in the control and
maintenance of all highways not purely of local extent. Again, the
Metropolitan Park Commission, with its control of the many miles
of parkw.ays built under its direction, is another example of the
legislative power in respect to highways. Between these state com-
missions and the street railway companies, however, conflicts arc
gratifyingly rare. By reason of their extended jurisdiction and fre-
quent occasion for dealing with the street railways, as well as from
their relatively permanent character and infrequent change of mem-
bership, together with their right to the advice of the Attorney
General on legal questions arising in the performance of their
duties, such controversies, or the rare occasions on which they
arise, are easily adjusted; or, if a real difference of opinion exists,
they are referred to the courts for solution.
The chief trouble exists in those highways in which street rail-
ways have been constructed where the control of the highways is
vested in cities and towns, or their officers. As was well said by
Chief Justice Shaw in the leading case of Commonwealth vs. Tem-
ple, 14 Gray, 69, decided in 1859:
"It is very important that the rights and duties of all persons in
the community, having any relations with them (street railways)
should be distinctly known and understood, in order to accomplish
all the benefits and as far as practicable avoid the inconveniences
arising from their use. This is important to proprietors and gran-
tees of the franchise, who expend their capital in providing a pub-
lic accommodation, on the faith of enjoying, with reasonable cer-
tainty the compensation in tolls and fares, which the law assures
to them ; to all mayors, aldermen, selectmen, commissioners or sur-
veyors especially appointed by law for the care and superintendence
of streets and highways; to all persons for whose accommodation
in the carriage of their persons and property these ways are espe-
cially designed ; and to all persons having occasion to use the ways
llirough or across which these horse railroad cars may have occa-
sion to pass."
A street railway company derives its right to existence and its
right to exercise its franchise from the legislature itself. It has no
relation to a city or town through which its railway runs, except
such as may have been created by the legislature ; and it owes no
duty and is under no liability to any city or town except such as
has been imposed by the legislature; nor, on the other hand, has a
city or town in its municipal capacity any authority over a street
railway in any case, nor have its officers any such authority except
where the same has been specifically delegated to those officers by
the legislature.
The first street railway in Massachusetts was built about 1853,
and in the decision already referred to. Commonwealth vs. Temple,
it was stated that
"The accommodation of travelers, of all who have occasion to use
them, at certain rates of fare, is the leading object and public benefit-
for which these special modes of using the highway are granted,
and not the profit of the proprietors." The latter "is a mere mode of
compensating them for their outlay of capital in providing and keep-
ing up this public easement."
This statement of the real object of street railways, as enunciated
by Massachusetts' greatest chief justice, has been recognized and
adhered to in the commonwealth almost without variation since the
earliest street railway charter was granted. Statute after statute
has recognized and enforced the two propositions that a street rail-
way company on the one hand should furnish proper accommoda-
tion lo travelers, and that its profits, on the other hand, should be
limited lo a mere reasonable compensation for furnishing this
accommodation. As a result, these companies have been held very
strictly to limiting their rates of fare to such amounts only as
would, if the companies had sufficient business, realize a reasonable
profit. Whenever the profits have shown a tendency to become ex-
cessive or even generous the fares have been cither compulsorily re-
duced by legislative action, or voluntarily reduced by the companies
through fear of such action. This legislative policy, while ap-
parently having nothing to do with highway conflicts, is really in-
timately connected with them. Most of these conflicts arise from
efforts to compel a company to perform some work upon the high-
way. .Such work necessarily involves expense. Being deprived of
surplus income, and in fact enjoying only at best a very limited in-
come, the street railway company, like every individual similarly
situated, is obliged to scrutinize carefully every proposed expense,
if it would at the end of the year show any balance of profit. If, as
is the case in many other states, its profits were unlimited, or if it
were permitted to conceal its profits by the issue of fictitious capi-
talization — a proceeding absolutely prohibited in Massachusetts — the
company could afford to be generous because in receipt of a gen-
erous income.
Although it is apparent that the mere right to build and operate
the railway in a highway did not in itself create any relation what-
ever between the corporation and the city or town in which the
highway was located, that relation was created, and the interests of
the two were speedily brought in conflict by certain legislation im-
posing certain duties upon such companies with respect to the high-
ways.
There have been for many years two legislative provisions of
great importance to the subject in hand, touching the relation of
municipalities to highways. While the legislature might have it-
self assumed both the duty and expense of maintaining highways,
it very early saw fit to place both upon municipalities, and enacted
the following provisions (Revised Laws, Chap. 51, Sees. 1 and 10) :
"Highways, townways, causeways and bridges shall, unless other-
wise provided, be kept in repair at the expense of the city or town
in which they are situated, so that they may be reasonably safe and
convenient for travelers, with their horses, teams and carriages at
all seasons," and
"The surveyors and road commissioners shall cause whatever ob-
structs such ways, or endangers, hinders or incommodes persons
traveling thereon to he removed, and shall forthwith cause snow to
be removed from such ways or to be so trodden down as to make tliem
reasonably safe and convenient."
When, however, the legislature began granting street railway
charters, it otherwise provided, in certain respects, for maintenance
of highways. Without such other provision it- is clear that the
street railway company would have had nothing to do in respect
to the highway, and it was because of these other provisions that
conflicts speedily and frequently arose. These other provisions
varied from time to time, sometimes enlarging and sometimes di-
minishing the highway obligations of the street railways, but they
finally crystallized into two statutes :
Public Statutes, chapter 113, section 32.— ".A street railway com-
pany shall keep in repair to the satisfaction of the superintendent
of streets, street commissioner, road commissioners or surveyors of
highways, the paving, upper planking or other surface material of
the portions of streets, roads and bridges occupied by its tracks,
and if such tracks occupy unpaved streets or roads, shall in addi-
tion so keep in repair (18) eighteen inches on each side of the
portion occupied by its tracks."
This provision modified the first provision of the general law
imposing the duty of highway repair upon cities and towns. The
other provision follows ;
Public Statutes, chapter 113, section 27. — "The board of alder-
men or selectmen may from time to time establish such regulations
as to the rate of speed, mode of use of the tracks and removal of
snow and ice therefrom within their city or town, as the interest
and convenience of the public may require."
14
STREET RAILWAY RE\4EW.
[Vol. XV, No. i.
This provision again modified the other provision of the general
law relative to the removing of ob.stnictions, and particularly snow,
from the public ways. The obvious reason for the imposition of the
former highway duty upon street railway companies was that they
used horses, which, traveling always in a beaten track, would much
more seriously injure the surface of the highway than would a
greater number of horses scattered over the entire breadth of the
highway.
Mr. Warren stated that t!ie only judicial decision he could recall
upon the statute of interest in this connection was one that the
space occupied by the tracks meant only the space between the two
rails of each track, and not the space between the two tracks or
outside of either track, and that the requirement was confined to
the surface material, and did not involve responsibility for an open-
ing in the street into which a traveler had fallen. Although con-
flicts were numerous, and, as pointed out in the Report of the Spe-
cial Street Railway Commission in iSgS, frequently presented the
absurd and wasteful spectacle, for example, of two bodies of men.
one employed by the corporation, and the other by a public official,
busily engaged, the one in shoveling snow from the tracks, and
the other in shovelling it back onto the tracks, both to the injury
of travelers, there were but few judicial decisions under these
statutes. In the case of Union Railways vs. Cambridge, II Allen
287, the snow question was settled by the decision that the board
of aldermen could entirely prohibit the removal of snow and ice
from the tracks. Mr. Warren then stated as his opinion that the
absence of judicial decisions upon these statutes as a basis was due
to the existence of another statute, which enabled a board of alder-
men or selectmen to revoke a street railway location and order the
tracks out of a street without any appeal to any other board or
court. At all events, these statutes imposed upon street railway
companies some duty to maintain and repair a part of the surface
of the highway in which the track was located; leaving, under the
general law, the duty of keeping in repair the balance of the high-
way, upon the city or town; and also, that the municipal authorities
had free control in the matter of removing snow from the tracks,
e*en to the extent of refusing to permit such removal at all, thus
suspending the operation of the railway until the snow was removed
by natural causes.
Thus the law stood in 1897. At this time the mileage of street
railways operated in the state had increased, in the thirty years
from 1866 to 1896, from 107 to 1,291 ; the capital investment from
$5,257,740 to $61,117,714, and the gross receipts from $1,707,447 to
$14,900,941. The car mileage run had increased from 4,952,248 to
53,613,685. In this year the increase in the number and extent of
street railways, and in their importance to the traveling public,
which w-as becoming more and more dependent upon this method of
travel, the relations between the municipalities and the street rail-
ways became the subject of serious legislative consideration. A spe-
cial committee of three disinterested and prominent citizens was
appointed to consider the whole question and report to the legisla-
ture. This committee made a very full investigation of street rail-
way problems, both in this country and Europe, and submitted to
the General Court of 1898 a valuable and exhaustive report printed
as House Document No. 475. This report took up in detail the
relations between municipalities and street railways, and particu-
larly the subject of highway conflicts. A draft bill designed to
obviate, as far as possible, occasion for further disputes, accom-
panied the report. The committee laid down two propositions as
of the greatest importance :
a. That a divided control of the highways, and consequently
divided responsibility for their condition, was illogical and bad, and
that both the control and responsibility should reside in one body;
and that body should be the city or town in which the highway
existed.
b. That public convenience absolutely required the uninterrupted
operation of street railways, and that it was quite as important that
a street railway track should be broken out and cleared of snow as
it was that a sidewalk should be. With various amendments this
bill was enacted as chapter 578 of the acts of the year 1898.
While this statute made many changes in the street railway law,
the important ones, as concerns highway conflicts, were, like the rec-
ommendations of the committee itself,
1. Undivided control of, and responsibility for, the condition of
highways.
2. The imposition of a special graded excise tax, amounting sub-
stantially, however, to 2 per cent of the gross earnings of all the
street railways in the state.
3. The distribution of this excise tax, and also of the franchise
or corporation tax paid by the street railway companies, among the
cities and towns within which the street railway tracks were located,
in proportion to the miles of track in each city or town.
4. A requirement that all money received by any city or town
from this distribution of the street railway tax should be applied
to the construction, repair and maintenance of the public ways, and
removal of snow therefrom within such cities and towns.
5. An enlargement of the equity jurisdiction of the courts to en-
force compliance with the laws. (This was added by the legisla-
ture.)
The public generally is ignorant of the present status of the
street railway resulting from this legislation of 1898. Not only
did the statute provide that street railways shall not be required to
keep any portion of the surface material of streets in repair, but it
also expressly repealed section 32 of chapter 113 of the Public
Statutes, which had previously required such repair work from street
railways. The general law was left in effect, that cities and towns
should keep the streets in repair.
The bill as recommended by the committee further provided that
street railway companies should clear snow from their tracks in
such manner as the superintendent of streets, or other official exer-
cising like powers, should approve; but that they should not be re-
quired to remove from the streets the snow cleared from their
tracks. The provision about removing snow was struck out of the
bill in the legislature. The statute, however, further expressly re-
pealed that part of section 27 of chapter 113 of the public statutes
which authorizes aldermen and selectmen to make regulations as
to removal of snow and ice.
Since the passage of this statute of 1898 the importance of street
railways to the traveling public has been immensely increased.
The miles of track operated have grown from 1,291 in 1896 to 2,670
in 1903. The capital investment has increased from $61,117,714 to
$122,666,365. The gross receipts have increased from $14,900,941 to
$25,540,811. The amount paid in taxes in 1896 was $523,546. This
amount had grown in 1903 to $1,725,312, or more than three times
that paid seven years earlier ; while the amount paid in dividends
had increased from $1,802,847 to $3,586,248, or not quite twice as
much.
Briefly re-stated, the plan of this change in legislation was de-
signed to prevent thereafter the performance of highway work by
two different parties, and to place all such work in the control of
the municipality whose general duty it had been to do this work.
In the other highways, and also in the highways occupied by street
railway tracks except for the limited space where the street railway
tracks lay, it had, however, always been claimed, and probably with
some justice, that the presence of a street railway track in the high-
way, or at any event, in the wrought portion of the highway, caused
a more rapid deterioration and consequently a more frequent need
of repair than was true of a highway without such tracks in it.
The new legislation recognized this claim, just as the old legislation
had recognized it by imposing highway work upon the street railway
companies; but instead of continuing the duty of such highway work,
it substituted therefor a new excise tax ; which, as appears from the
report of the commission, was carefully estimated to be at best the
money equivalent of ihe highway work actually performed by the
companies prior to this legislation. The legislature even went fur-
ther, and provided also that the entire corporation tax paid by the
companies should be distributed to the cities and towns, and that the
receipts from both taxes should be used only for highway purposes
and for the removal of snow. The financial result of this legislation
to the companies has been that while their gross receipts have in-
creased only about 66 per cent, the amount paid by them in taxes
has increased over 200 per cent since the passage of the statute, and
they paid in 1903 in taxes, all of which went to the cities and towns
in which the railways were operated, half as much as the stock-
holders received in dividends upon the $68,500,000 of capital stock
invested in the business.
That the conflicts still continue is in large measure due to a fail-
ure on the part of the representatives of the public to appreciate the
changed relations existing between themselves and the companies.
The companies, too, are more insistent upon their alleged rights and
exemptions in view of the great increase in their taxes. They claim
not only that it is unjust and illegal that they should be expected to
Jan. 15, 1905.]
STREET RAILWAY REVIEW.
15
liolli pirfunii llio wiiiU I'jinicrly iti:iiun;d and also lo pay the tax
wliicli llic legislature imposed as a substitute for the requirement to
do lliat work; but also that with the low fares in force and the ad-
ditional accommodations furnished by the companies, it is utterly
impossible for them not to insist upon their rights, if they are to
avoid ill many cases a suspension of dividends, and in some cases
even more serious financial trouble.
Some of the conflicts which have arisen since 1898 have been
passed upon by the Supreme Court in decisions which should go
far to prevent trouble in the future. It has been held that there is
no longer any obligation upon a street railway company to main-
tain any part of the surface material of a highway by virtue of any
requirement contained in a grant of location, unless that grant hap-
pened to be the first one ever made to the company in the particular
city or town. Mr. Warren then stated that these decisions make tlie
law perfectly clear as regards so-called extension locations at any
time granted lo companies which were in existence before 1898,
and said that there could, in his opinion, be little question but that
they also decide that any requirement in a location granted to a com-
pany organized since 1898, that the company shall maintain any part
of the surface material of a street is void. The decisions do, how-
ever, leave unsettled the requirement to maintain some part of the
surface of a street imposed in an original grant of location, before
the 1898 law went into effect.
There has been no final decision as to the liability for the removal
of snow under the new statute, but opinion seems to be that the most
that a company can be required to do is to clear its tracks of snovv',
so as to be able to operate its railway, and that it shall so far as
practicable level the snow cleared from its tracks over the adjacent
portions of the highway. A great deal of misunderstanding exists
among some people because of the diversity of practice existing in
Boston and its suburbs in which the Boston Elevated operates,
and in otiicr places in the state. The fact that in Boston the rail-
way company does keep in repair its portion of the streets, and
docs itself remove from the streets a large quantity of snow, has
often led officials in other cities and towns to demand that the street
railway companies shall pursue the same course. A study of the
statute shows, however, that this claim is unwarranted. The changes
cITccted by it do not apply to the Boston Elevated or to lines operated
by it until the end of the 2S-year period named in the Elevated char-
ter as the time during which no new burdens shall be imposed
upon it, and it was expressly provided that the change in the law
should not apply to that company until the end of the 25 years.
Conllicts still arise, and may continue to arise, as long as new
street railways are built, growing out of the questions relative to
construction. It is dilTicult to avoid these as long as the grants
of location are drawn with the present indefiniteness and careless-
ness of requirement which generally characterizes them. It is well
to avoid such general phrases as, that this or the other work "shall
be done to the satisfaction" of somebody, and, if on the other hand,
the persons promoting a street railway enterprise would refuse to
accept any grant of location unless its requirements were made thus
specific and definite. But even in these instances much trouble would
be avoided if the party to the conflict feeling itself aggrieved would
apply to the courts for relief.
Every conflict between city and town officials and a street rail-
way company tends to hasten the day when municipal authorities
will have no jurisdiction whatever over street railways. With the
great growth of this system of travel and the greatly increased
public dependence upon it, there has always been a marked tendency
to recognize the fact that street railways are no longer local affairs,
but that their regular and uninterrupted operation is essential to
the public's whole comfort and convenience, and that anything which
interrupts this operation, even under the color of a legal right, is a
public hardship. If necessary, problems of the foregoing character
should be determined by some tribunal so situated that it can take
a broad view of the circumstances.
Mr. Warren then discussed the general trend of legislation of late
toward placing the State Railroad Commission in an authoritative
position in connection with street railway problems of great public
importance. Matters of grade crossing, fenders, wheel guards,
heating of cars, furnishing additional accommodations for passengers,
acquiring real estate for park purposes, leases, consolidations and
the use of foreign tracks were all within the control of this board
even before the legislation of 1898. Great authority with respect
to locations was granted by the legislation of 189S, and recently the
board has been granted exclusive jurisdiction on the subject of
the vestibuling of cars, determining when a street railway may be
opened for public use, approval of local speed regulations, loca-
tions on private rights of way and the regulation of fares. The
accommodation of the traveling public, uninterrupted operation and
the greatest public safety have apparently been in the minds of
legislators as these changes in control have been made. These rail-
ways arc of too much importance to the public lo permit any
crippling of service by reason of local conflicts. If the result of such
conflicts is lo be an interruption of travel it is safe to predict that
the legislature will spccdiy transfer to some state commission the
remaining jurisdiction still retained by local authorities.
Last year the street railway tax in Massachusetts amounted to
3'/. per cent of the total amount of money raised by local taxation
in the commonwealth. The latter sum was $46,990,749. Legislation
is needed by which some part of this tax may be made directly
applicable to the maintenance of state highways, which arc increas-
ing notably in importance.
Mr. Warren concluded by stating that it is safe to assume that
when the public understands, it will approve the scheme of leaving the
entire physical control and maintenance of the highways to the
public officials, and that when these officials realize that the street
railways are paying a million and three-quarters of dollars annually
toward this maintenance, they will see that the money is devoted to
the purposes for which, under the law, it is paid, and that they will
find that ample funds have been provided for any highway expense
necessitated by street railways. At any event it is to be hoped that
the remedy now afforded by the statutes will put an end to efforts
on the part of either the street railways or public officials to decide
these questions of taking the law into their own hands, assaulting
each other's employees, tearing up rails, or obstructing cither the
highway or that part of it represented by the regular operation of
street cars.
The Geneva Traction Co.
The Geneva Traction Co. has been organized under the laws of the
state of Indiana for the purpose of constructing and operating an
electric railway from Marion, Ind., to Celina, O., through Montpclier
and Geneva, Ind., passing through the heart of the Indiana and Ohio
oil belt for the entire distance, 52^ miles. Franchises and right of
way have been secured over the entire route, and the engineers are
now working out the details of construction and equipment. The
road will handle both freight and passenger business, will be equipped
with 55-ft. cars, single phase. The power house will contain water
tube boilers and direct connected turbine engines. The power house,
car barns and machine shops will be in one building, with the ma-
chine shop located in the center, so that the engine room crane can
be used to handle material to the machine shop from either the
power station or the car barn. The building will be of cement block
construction with steel truss roof, and will be located at Geneva.
Ind. Chestnut poles will be used in the line construction, except in
cities where iron poles will be substituted, and 70-lb. standard T-
rails will be used in the track construction.
The officers of the company are: President, Senator Silas W.
Male ; vice-president, James H. Hardison ; secretary, .\ndrcw G.
Briggs; treasurer, Charles D. Porter, all of Geneva; chief counsel.
Dudley M. Shively, South Bend ; general manager, William J. Hes-
ter, Geneva; assistant general manager, Hugh H. Hesford, Buchan-
an, Mich. ; civil engineer, Henderson McClellan, South Bend, and
electrical engineer, James H. Forbush, Columbus, O. The ofRces of
the company are at Geneva, Ind.
*--*
It is reported that the Baltimore & Ohio will make an electric
line out of the Cleveland, Wooster & Muskingum Valley road or at
least a part of it.
The Western Ohio Railway Co. and the Dayton & Troy Electric
Railway Co. have issued a very convenient time card in connection
with their limited service between Dayton and Lima. On one
side of the card is a map of the lines while on the other is the
time card. This fast service, which has recently been established,
includes four limited trains daily each way between Dayton and
Lima, making the run of 80 miles in 150 minutes, without change
of cars. This is considered the fastest trolley service in the world.
16
STREET RAILWAY REVIEW.
[Vou XV, No. I.
Two New Pleasure Resorts.
Correspondence.
The International Construction Co., with headquarters at noi
Herman Building, Milwaukee, Wis., is now constructing a pleasure
resort, which will be known as "Wonderland," located at Oakland
Ave. and the city limits of Milwaukee, where the company has a
tract of IS acres. This is about 4 miles from the city hall, an 18-
minute ride on the electric cars. About one-third of the site is
thickly wooded and from this wood a double row of maple trees,-
planted some 30 years ago, extends down to the river front, mak-
ing a most beautiful shaded avenue. The cost of this resort will be
$140,000 and the attractions will include the scenic railway, which
was on the Pike at the St. Louis fair; shoot the chutes; tl>ing
swings built by the Amusement Construction Co., such as illustrated
in the "Review" for December, page 982; an electric tower; the Old
Mill ; a Cagney miniature railway ; Chilkoot Pass, otherwise known
as the bump-the-bumps, which was illustrated in the "Review" for
September; a laughing gallery; a fairy theater; mystic maze; flying
horses; dancing pavilion; belter skelter and down and out. Several
of these attractions, among which are Chilkoot Pass, belter skelter
and down and out, are free to patrons, the idea being that when a
crowd gets warmed up by indulging in the exercise which these
devices promote, it will be in better spirit to patronize the pay
shows.
One of the new attractions is the Fairy Theater, and it is a most
ingenious one. The stage and all stage settings are constructed on
a large scale, tables, chairs and all furniture being five or six times
as large as they would be made for ordinary use. The performers
in the theater are children. The audience looks into lenses which
are placed in a curved partition separating the stage from the au-
ditorium, the effect of which is to reduce the exaggerated stage
properties to their normal size and the effect of the children when
correspondingly reduced is quite startling.
Music and outdoor vaudeville acts will be special features. Mr.
Richard Kann, who is known to our readers as the author of the
article on "Some New Ideas in the Pleasure Resort Business" in
the September "Review," is president of the International Construc-
tion Co., and Mr. Sherburn M. Becker is vice-president.
Mr. Kann is also president of the Park Construction Co., which
is erecting a $200,000 "Wonderland" midway between Minneapolis
and St. Paul on the route of the electric interurban line now build-
ing by the Twin City Rapid Transit Co. between those points. It
should be mentioned that this new line will be the third interurban
road of the Twin City company connecting the Twin Cities. At Min-
neapolis "Wonderland" baby incubators and the Santiago Naval
Show will be among the attractions.
Additions to Purdue Railroad Museum.
Negotiations have been completed whereby Purdue University is
to receive from the New York, New Haven & Hartford R. R..
through the courtesy of Mr. Samuel Higgins, general manager, the
historic locomotive "Daniel Nason". A few years ago the Univer-
sity interested itself in securing from railways samples of such
classes of locomotives as are now being superseded by machines
of more modern construction, its purpose being to preserve as mu-
seum exhibits types of design which were in danger of becoming ex-
tinct. As a result of this plan, a number of valuable relics are al-
ready upon its grounds. From the beginning of this movement, an
effort has been made to secure a representative of a type which
was common throughout New England thirty years ago, namely, an
8-wheeled engine having cylinders inside the frames connecting
with the crank axle. This effort has now been crowned with suc-
cess. The "Daniel Nason" is said to have been built in 1858. It
was exhibited in Chicago in 1893 and has since been held as a relic
at Roxbury, Mass. The engine weighs about 25 tons, is complete
with its tender, and will be shipped to the University at Lafayette,
Ind., upon its own wheels.
The University is also to become the custodian, on behalf of the
same railway, for a stage-coach passenger car which is said to have
been placed in service in 1835. It consists of the body of a stage-
coach su.spended over a simple railway truck by means of thorough
braces. It will seat inside and on its top about twenty persons.
Editor "Review" : In connection with the proposed combination
of the Massachusetts Institute of Technology with Harvard Uni-
versity, the following authoritative statement of foreign opinion
(translated from the Zeitschrift des Vereines deutscher Ingenieure
of Sept. 24, 1904,) is of interest:
".■\t a meeting of the Union of German Engineers, held at Munich
September 12th, with the participation of thirty eminent representa-
tives of technological schools and universities, as well as of other
schools and of industries, the following resolutions were adopted :
"l. It is not advisable, so far as can be foreseen, to attempt to
meet the need of new technological schools by the addition of tech-
nological faculties to universities, but rather by the establishment of
independent institutions ; for the technological schools would be
hindered in their independent development by attaching them to uni-
versities. This separation should not, however, impede the welcome
development of intellectual good-will between the two institutions.
The attachment to universities would also in no way involve econo-
mics of consequence.
. "2. The Union of Gennan Engineers stands now, as before, by
its expression of 1886, as follows : We declare that the German engi-
neers have the same needs and will be subjected to the same judg-
ment as to their general culture as the representatives of other pro-
fessions based on higher scientific education.
"In this view we rejoice as the conviction more and more gains
ground that a considerably greater significance is to be attributed
than before to mathematical and natural science as a means of cul-
ture. Knowledge of these branches is becoming more and more an
indespensable constituent of general education. The predominantly
linguistic education now received by the majority of our gymnasium
graduates does not satisfy the demands which must be made on the
leading classes of our people, in particular, in respect to the in-
creasing significance of economic questions."
Tech Graduate.
New York Transportation Co.
In connection with the election of Mr. Richard W. Meade as pres-
ident of the New York Transportation Co., it should be of interest
to our readers to knov/ what field this company covers.
The business of the New York Transportation Co. is primarily
that of reiithig, storing and repairing electric vehicles of all kinds,
of which it owns between five and six hundred. Its main station is
at 49th St. and Eighth Ave., and it has additional stations at 66di
St. and Third Ave, 64 Vesey St., New York City, and 19 Downing
St., Newport, R. I., containing in all a floor space in New Yor!--
City of 201,600 square feet, and in Newport 20,000 square feet. It is
the largest concern of its kind in existence and has been the principal
pioneer in the development of electric automobile livery service.
The Transportation company also controls the Fifth .'\ venue Coach
Co., which possesses franchises of considerable value on Fifth Ave.
and other important streets of New York, and the Park Carriage
Co., which has an exclusive franchise for operating vehicles in the
parks and parkways of the Borough of Manhattan. In other words,
it controls all the fi.xed route transportation facilities in the Borough
of Manhattan other than those of the railroads.
Important Contracts in San Francisco.
The Crocker-Wheeler Co., through its Pacific Coast managers, the
Abner Doble Co. of San Francisco, has secured a contract from the
California Gas & Electric Corporation for three 4000-kw., 2S-cycle,
three-phase, 13,200-volt revolving field alternators, to be driven by
6ooo-h. p. gas engines built by the Snow Engine Co. These gen-
erators are the largest in capacity in the world driven by gas engines,
and will furnish power for operating all the street railways in San
Francisco and vicinity. The installation of these three engine-driven
generating units in San Francisco will mark an important step for
the transmission company, as they will operate in parallel with the
water power plants of the company and thus serve as an important
reserve plant for the entire system. One of the units will be used ex-
clusively for handling the peak load on the railway lines.
The Electric Tramways of Amsterdam, Holland.
BY E. CUARINI.
Ill the cily of Aiiistcnlaiii is an iiilcrcsiiiin Irannvay wliicli was
liiiilt liy the Allgciiiciiic Elckliicitacis Gesellschaft and the .Siemens
& I lalsUe Co. Tlicse tramways cover alioiit 30 miles of route and are
of 1,000 h. p. each directly connected to a dynamo. Two of the
engines drive continuous current generators for the tramways. Two
are coupled lo three-phase high tension alternators for lighting and
V;i « 11 TliAMUAV l.jXE IN .AMSTERDAM.
partly single and partly double track. The cars were built by Raab, of
Prague, which concern also supplied the trucks, which have given
entire satisfaction. All the cars are single deck and trailers arc
extensively used. The motor cars are equipped with motors made by
the Union Electric Co., of Berlin. The Siemens pattern of bow
trolley is used exclusively.
The track is laid with grooved rails and has no ballast, but is
merely supported on a bed of sand. No concrete or grouting is
used for the reason that the soil is so yielding that a bed of concrete
would be liable to break owing to the elasticity of the soil under-
neath. It has been found with this construction that the cars run
very smoothly even at high speed.
I'he new power station which furnishes current for lighting
as well as for tramways presents some unusual features. The build-
ing is of brick and ample space has been left for additional machinery
as may be necessary. There are 10 high tension feeders leading from
the station to the transforming sub-stations which number about 50.
.At these sub-stations the current is reduced to 220 volts before being
delivered to the consumers.
The boiler house contains 12 boilers, each of which is double, one
being placed above the other. The lower boiler is of the cylindrical
type and the upper one is of the water-tube pattern. Superheaters
are fitted behind these boilers. The flames and gases from the fur-
nace after passing the cylindrical boiler pass up to the water-tube
boiler above and finally pass to the superheater before being led to
the chimney. The steam produced in both sections of the boiler is
led to a drum to which the steam pipe connects. Hand firing is em-
ployed in this station.
The engine room contains five cross compound horizontal engines
the other engine to both a continuous current and an alternating cur-
rent generator, either of which or both may be used at once as a
STANDARD CAR, AMSTERDAM ELECTRK TR.\M\VAVj.
18
STREET RAILWAY KR\"I1A\'
(Vui.. XV, No. I.
reserve for the railway or the lighting system. The engines for
the continuous current machines were built by Stork & Co., and those
for the alternators were made by the Netherlands Co. and are of
the Sulzer design. .Ml the engines run at 105 r. p. m. with steam
at 140 lb. pressure and 270° F. superheat. The engines are pro-
voltage necessary for electric lighting is well secured. All the gener-
ators are of the Allgemeine Elektricitaets Gcsellschaft type. The
continuous current machines generate at 600 volts pressure and this
is fed direct to the trolley wires.
.\ storage battery is connected in parallel with the railway dyna-
ELECTRIC R.MI-WAV BRmCE, .\MSTERDAM.
vided willi stuffing bo.xcs loose enough in the cylinder covers to allow
a certain amount of play and the air pumps for the condensers are
operated by a connection from the tail-rod of one of the pistons.
The engines which drive the alternators have a small motor con-
nected to the governor and the motor can be actuated from the
switchboard so as to help the governor in maintaining a uniform
speed whether the load is light or heavy. In this way the steady
mos and this battery carries all the load after one o'clock in the
morning when the only current required is for lighting the station
and driving the tools in the repair shops. The three-phase alter-
nators generate current at 3,000 volts and 50 periods per second.
It should also be noticed here that the new electric railway which
runs from Amsterdam to Haarlem runs over a part of the tramway
lines in both Amsterdam and Haarlem.
The Amsterdam- Haarlem Tramways System.
About five years ago there was constructed in the city of Haarlem,
by a local Dutch company, an electric tramway system, the first in
Holland. This system included a belt line about the city, with two
suburban branches, one running north to Bloemendal and another
west about 5 miles to Zandvoort. Haarlem itself is a city of 65,000
inhabitants and the distance between the city limits of Haarlem and
Amsterdam is 10 miles. Several years ago a concession was granted
for an interurban line, but the route was rather roundabout, and
finally the Holland Steam Railway Co. secured control of the enter-
prise and prevented the construction of the line. In 1901, however,
Messrs. Anderhagen & Neumeyer, of .Amsterdam, took the prelini-
E. N. E. T. POWER HOUSE, HAARLEM.
INTKRIOR CAR SHED, HAARLEM.
Jan. is, 1905.]
STREET RAILWAY REVIEW.
19
inary steps towards securing a new concession over the direct govern-
ment high road connecting the two cities and running parallel with
the steam railroad. In addition to this concession for the use of
the government high road, the company secured private right of way
for two miles from the government road to the city limits of .Amsler-
the through running of cars, and this was done principally at the
expense of the concessionaires, who also agreed to pay 40 per cent
of the fares which the town would have charged within the city
limits, on the basis of its own rates, also to repay the actual cost,
plus 10 per cent, expended by the corporation in the maintenance of
t
„^iLi
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GOVEU.NMl.M KCi.M) FROM ll.M.IUtc. TU nA,\RLE.M.
dam, which included a strip of land for the whole distance wide
enough to permit of a row of building lots on each side of the roail.
On this section the tramway is built in the center of the road, with
a paved driveway on each side, and outside of this driveway the usual
footpaths and building lots are arranged. Running powers were then
secured over the tramways of Amsterdam, then in process of
conversion for electric operation, for a distance of about one mile
from the city limits to the center of the office and retail business
track, and further to pay for tlie power within the city. An agree-
ment was then secured with the corporation of Haarlem permit-
ting tlie construction of about V/i miles of fines within the city to
give the company a satisfactory terminus at its eastern end; this
concession is also for a period of 50 years.
When all these concession arrangements were completed, the
matter was presented to an American syndicate, headed by Afr. H.
J. Pierce, of BufiFalo. who organized the Netherlands Tramway Co..
OLD GATE, lIAAKt.EM. AND SPECIAL RAILWAY EKiLui.
districts of Amsterdam. The gage of the Amsterdam city lines
being standard and that of the new concession being one meter, it
was necessary to lay a tliird rail for the greater part of the distance,
where the routes are common. This was made more expensive by
the fact that a large swing bridge had to be constructed to permit
of New Jersey. The Electric Railway Co. of Amsterdam, a
Dutch corporation, was also organized to take over the con-
cessions and build the line, all the shares of this company be-
ing subscribed and fully paid for in cash by the American syndicate.
In order to secure satisfactory terminal facilities in Haarlem and
20
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
- ■-^".^£^.-.-.^7-^^ .*??•— 4--
:^
O iO^
::n..
-.5^1
DET.MLS OF TR.\CK CONSTRUCTION.
through running arrangements between Amsterdam and Zandvoort,
the local Haarlem companj-, which is known as the First Netherlands
Electric Tramwftys fabhreviated F. N. E. '1'.], was purchased out-
right. Contracts were then entered into on Jan. i, 1903, with J. G.
White & Co., Ltd., of London, for the complete design and con-
struction of the road, and operation of the completed system was
commenced in October, 1904.
Over the greater portion of the route in Amsterdam the line fol-
lowed the existing tram line of the municipality and on such portions
the third rail was laid. The bridge which is located at the city
limits of Amsterdam is what is generally known as the bascule type
of swing bridge designed and built by the Haarlem Machine Co. The
general details of this bridge are as follows: 12 meters span, 12
meters wide, 876 piles to the foundations, 176 cubic meters of other
timber, 1,250 cubic meters of brickwork, 100 cubic meter', of granite
and 220 tons of steel. From the bridge the line runs over its private
right of way the length of which is 2,444 meters. The cross section
of this part of the route is 22 meters from building line to build-
,^piw!«(ii,i-;;
I— =-~^'0 -i-
SECTION OF RO.\DBED ON F.M HAN K MENT.
Jan. 15, I9(J5.|
STREET RAILWAY REVIEW.
2\
ing line, with a cciiliT si rip S luctcis wide for the tracks and center
pole conslrnclion. At the village of Sloterdykc the line joins the
government high road, on the north side of which road runs a canal,
except through llalfwcg, and on the south side is a ditch. The land
is of a hoggy, peaty nature, and is used wholly for grazing purposes.
INTERK 1< ( F POWER HOUSE.
The paving of the high road was practically rclaid the entire length,
to the stipulated datum level of Amsterdam. In this work there
were used 43.500 piles, 4,600 cubic meters of timber, creosoted and
uucreosoled ; 160 tons of iron for tie rods, 5,000 tons of basalt for
slopes, 75,200 cubic meters sand filling, 31,600 square meters brick
paving, 9,600 cubic meters dredging, 1,700 meters of fencing and 74
gateways and approaches to farms and houses.
The permanent way along the government high road and along
the private right of way is standard railway construction, 70-lb. T-
rails of A. S. C. E. section, being used. The rails rest on ties which
are spaced 76 cm. center to center, except at the joints, where they
are at 50 cm. The joints are staggered. The ties are creosoted Nor-
way pine, 23x11.5 cm., the upper edges being beveled. The rails
are fastened to the ties by screw bolts and doubled concealed bonds
are placed at each joint. The length of route along the canal is
13,417 meters. At the village of Halfweg the line crosses two canals,
over whicli bridges were built, one of four spans of 15 meters each,
and the other of two spans of the same length. Through the village
of Halfweg there are two sections of single line, which are controlled
by an automatic electric signaling device of the Siemens-Schuckert
Co. The terminus of the line in Haarlem coincides with the ter-
minus of the Zandvoort line. The construction in Haarlem is all
.grooved girder rail of 84-lb. section, resting on ties spaced 74 cm.
center to center, except at the joints, where they are 56 cm. In
Haarlem it was necessary to reconstruct a swing bridge and to en-
tirely rebuild three other bridges, as well as to construct a new
bridge for the entrance into the city.
Power.
riu- iiDWLT liousc is situated in a central position at Halfweg, being
located on the banks of the Ringvaart Canal, which affords cheap
facilities for transportation of supplies, and also an abundance of
water for feed to boilers and jet condensation. Owing to the nature
of the country and the poor condition of ground at the site of
the power station, an elaborate arrangement of piling was necessary,
the entire site being covered with piles 46 ft. long by g^ in. diameter,
placed 4 ft. I in. apart, each pile being estimated to carry 4 tons.
The buildings are of brick, substantially built and neatly finished
with stone trimmings. The ground area occupied by the power sta-
tion site is about 0,150 sq. ft. with sufficient ground for future exten-
sions. A wharf 26 ft. 3 in. wide was erected, immediately adjoin-
ing which is the boiler lionse, 88 ft. 7 in. by 52 ft. 6 in. in size. .\
division wall separates the Ijoilcr and engine room ami situated at
the end of the boiler room is a coal storage room, with storage capac-
ity for 400 tons. Good light is obtained throughout the entire build-
ing by large glass windows with iron frames and ample door space
is provided for bringing machinery into the building.
The main engine plant consists of three Bcllis pat-
ent self-lubricating, Ihrcc-crank, triple-expansion en-
gines, each of 430 b. h. p , at economical cut-off, and
having a steam consumption of 13!^ 111. with super-
healed and 17 lb. with saturated steam, with 26 in.
vacuum. The speed is 375 r. p. m. The cylinders
arc 12, 17 and 26 x 13-in. stroke, steam inlet 4^ in.
aiirl the exhaust 11 in. in diameter. The fomidalions
arc built of concrete, engine centers being 14 ft. 9
in. apart, and the flooring consists of tiles bedded
in concrete and supported on two layers of brick
The boiler house contains six I.^ncashirc steel boil-
ers, manufactured by Stork of Hengelo, Holland,
encased in heavy brickwork walls with foundations
of brick work. The heating surface of each lx)iler
is 926 st|. ft., the grate area 35 ?q. ft. and the steam
pressure 160 lb. per sq. in. Directly behind the boil-
ers are the superheaters, of which there are six,
manufactured by Stork, of Hengelo, which are ar-
ranged to work at a temperature of 500° F. By
means of flue doors, the superheaters can be cut out
and engines worked by saturated steam. The heat-
ing surface of each superheater is 330 sq. ft.; each
superheater consists of 10 rowi of coils, the ends of
which terminate in two cast steel headers, the coils
being hound by steel straps bolted together. The
steam enters the one header, passes through the
lubes and discharges at the other. Fixed to the
discharge steel header are a safety 1 alvc, a blow-
oflf cock, and two small holes for testing purposes.
The generators, made by the Societe Anonyme Westinghouse, Lc
Havre, are three in number, coupled to the engine shafts. The
output of each compound 6-pole machine is 300 kw. at 525 to 575
volts when running at a speed of 375 r. p. m. The generator is
supported on a cast iron frame, which also supports the outward
bearing, the whole being secured by four foundation bolts. The
switchboard consists of five panels, three generating and two feeder
panels, and is situated on the floor at the end of the engine room.
TYPE OF C.\R.
The panels are of marble fitted to a steel frame and have the usual
standard forms of instruments, switches, etc The cables from each
of the generators are led into a trench, which runs along the ends
of the generators and terminates behind the switchboard.
.\ lo-ton traveling crane spans the engine room at a height of
15 ft. The hoisting and traveling, both longitudinally and trans-
22
STREET RAILWAY REVIEW.
[Vch.. W, No.
I-IAN AND ELEVATIONS OF STANDARD TIUl K.
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^
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.k
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t-
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ezso-
DETAILS OF POLE AND BRACKET WORK.
Jan. 15. t</>5-
STREET RAILWAY REVIEW.
2:<
vcrscly, arc worUed by means nf hand chains from the engine room
lloor. A round brick chimney is sitnatod free from Ihc building at
one end of the Imilcr house and is 131 ft. binli by 5 ft. 5 in. in
diameter.
The condensing plant for the main engine was manufactured by the
Nederlandsche Fabrick, Amsterdam, and consists of three jet
condensers, pumps of vertical type and cylinders supported on a cast
iron frame. The feed water to the boilers is taken from the canal
.iiiil nitcrcil, the filtering medium consisting of sand and clinkers.
A vertical exhaust feed water tube_healer made by the Wheeler
Condenser & Engineering Co. is placed directly behind tlic feed
pumps, of which there arc two sets, each capable of delivering
2,400 gallons per hour against 300 lb. per sq. in.
All steam piping was made by Seiffert & Co., of Berlin, and is
extra heavy throuRhont and arranged by closing valves in the main
header, to permit the operation of this plant as three independent
units. The diameter of the main header, which is made of cast
steel, is 8 in , while the diameter of the pipe from the main header
to the engine is 4l< in. The feed water piping to the boilers is
arranged in duplicate, the diameter of the suction pipe being 3 in.,
the discharge from pumps 2 in., mains 3 in. and branches to check
valves 2H ill- I'rom each of the three engines an exhaust pipe is
carried across the engine room into the boiler room, where the three
pipes connect leading to the atmosphere; a branch pipe is then taken
from the engine into an independent jet condenser. The diameter
nf the exhaust pipe from the engine to condensers is II in. and to
almosphcrc 16 in. The auxiliary steam piping is worked with sat-
urated steam taken from the branches off the main steam pipe and
is designed on the loop system, while in the auxiliary exhaust piping
the exhaust from each of the three condensers joins into a main pipe
and runs to a point where it meets a main exhaust pipe from the
three feed pumps to the heater. Valves are placed in the piping so
that any unit can be isolated when required.
Cars.
The 34 cars were made by La Mettalurgiciue at Nivelles, Belgium.
Ihey are divided into two compartments, the larger for seating 22
passengers, and the other 12. The smaller compartment is for smok-
ing. The cars are vestibuled. Besides the hand brakes, the cars are
(■(juipped with Christensen air brakes supplied by K. W. Blackwell &
Co., Ltd., London. Air pumps are worked by an electric motor auto-
matically regulated. The trucks were also furnished by La Metal-
lurgique. The special feature of these trucks is that the swing
hangers are pivoted on the outside of the truck frame. This per-
mits a maximum distance between the supports of the spring plank
and a maximum distance center to center of the swinghangers. The
result of this construction has been most satisfactory. The trucks
are very easy riding, even at the higher speeds of 35 to 40 miles per
hour.
The motors are 50 h. p. furnished by the Union Elektricitats Gesell-
schaft, now incorporated with the Allgemeine Elektricitats Gesell-
schaft.
A new car-shed was constructed in Haarlem. The pit construction
in the car-shed tracks was made with cast-iron columns, which carry
the rail directly. These columns at the other end have flanged bases,
resting on the pile foundations.
Overhead Work.
The overhead equipment is on the bow system, with a pressure of
500 to 575 volts. The poles are of the lattice girder type, of three
different weights, 250 kg., 317 kg. and 590 kg. The first two are
constructed of two channel sections bolted together and the last with
angles. The poles are provided with heel plates and set two meters
in concrete. Bracket arms consist of two channel sections, bolted
together. Bracket arm construction is used throughout, except in
Haarlem, and the poles carry both the feeder cables and telephone
wires. Feeder cables consist of two bare copper conductors, each
194 sq. mm. section. The trolley wire is 68 sq. mm. in section. On'
that part of the route from Haarlem to Zandvoort, bow contact is
made with two wires simultaneously. The trolley wire is zig-zagged.
in order to equalize the wear on the bow. The height of the wire
from the ground varies in Amsterdam, on the government road, and
on the E. N. E. T. section ; this variation in height caused at first
considerable trouble with the bows, but at present the bow base is
so arranged as to keep an equal tension on the bow at the respective
heights. The wire is screwed and held up by mechanical clips.
which, with the l)ow, gives noiseless running. Tlic whole ovcrlicad
construction impresses one with a sense of lightness, without loss of
strength.
Theodore I*, liailcy-
In the appointment of Mr. Theodore P. Bailey as vice-president
rid general manager of the L. E, Meyers Co., Chicago, the com-
pany has secured one of the most
ible and widely known men in the
r.iilway and lighting business. To
iccept this appointment Mr. Bai-
cy resigned the position of assist-
int manager of the western office
if the General Electric Company,
with which concern he has been
associated for more than twenty
years. Mr. Bailey began his busi-
ness career in 18S2 as an employe
of the Van Depocle Electric Light
Co. Shortly after entering the
services of this company he was
elected secretary of it, which po-
sition he held until 1884. He then
left this company to become sell-
ing agent for the arc lighting ap-
paratus of the Thomson-Houston Co., and in 1887 was made man-
ager of its railway department in the west, which territory covered
the entire United States west of Chicago. At the time of the con-
solidation of this company and the organization of the General
Electric Co., in 1892, Mr. Bailey continued in charge of the rail-
way department of the company, later assuming the additional duties
as assistant manager of the western office.
T. P. BAII.EY.
The Chicago Consolidation.
I'he latest development in Chicago Union Traction matters is the
reported consolidation of the Chicago City Railway Co. and the
Chicago Union Traction Co., which has been brought to a successful
conclusion in New York City by a syndicate headed by J. P. Morgan
& Co., and composed chiefly of J. P. Morgan, H. B. Hollins & Co.,
Marshall Field, John J. Mitchell, the Armour interests, and John
A. Spoor. On January nth, the following advertisement appeared
in the Chicago newspapers, which tends to confirm the report:
"To All Stockholders of the Chicago City Railway Co. :
"In behalf of Messrs. J. P. Morgan & Co., as syndicate managers,
the undersigned hereby offer to purchase any and all shares of stock
of the Chicago City Railway Co., at the price of $200 per share,
provided that not less than 90,001 shares, constituting a majority
of the' total outstanding capital stock, shall have been delivered under
this offer.
"All stockholders desiring to accept this offer will deliver cer-
rificates for their stock, duly endorsed in blank for transfer, to the
Illinois Trust and Savings Bank, in the City of Chicago, 111., on or
before the 15th day of February. 1905, and in exchange therefor will
receive a certificate entitling the depositor on or before the 31st
day of March, 1905, to receive payment at the rate of $200 per share
for the stock therein specified, if by that date the majority of such
stock shall have been so delivered or accepted, and otherwise to re-
ceive a stock certificate for the same number of shares represented
by such certificate."
The above was signed by Marshall Field, John J. Mitchell and P.
A. Valentine. I he only exception to the purchase of all the stock
is that these three gentlemen have agreed to retain their holdings
and become the active Chicago clement in the merger. .\5 soon as
the syndicate is assured of the control of the Chicago Citj- Railway
Co., negotiations with the city will be opened and for this purpose
it is possible that a protective committee of Chicago City, Union
Traction, and underlying interests will be formed to deal with the
council committee on local transportation relative to franchise mat-
ters. Buying of City Railway stock and West Chicago Street R. R.
. consolidated bonds absorbed the larger part of the interest in the
I local stock market during the last few days. City Railway ad\-ancing
■■ ^ to $108 on January 12th,
24
STREET RAIL\\A\- REVTi:W,
[Vol, XV, No. i.
CHICAGO
THE
LONDON
STREET RAILWAY
REVIEW
AN INTERNATIONAL JOURNAL OF STREET AND ELECTRIC RAILWAYS
PUfi^SHED MONTHLY B"! THE
KENFIELD PUBLISHING CO.,
45-47 Plymouth Place. Chicago, III.
Cable Address: ' 'Winfield. ' ' Lone Distance Telephone, Harrison 754.
BRANCH OFFICES:
New York— 39 Cortlandt Street. Cleveland — 30a Electric Building.
London -Byron House, 83 Fleet St.
SUBSCRIPTION AGENCIES:
Austria, Vienna— Lehmann & Wentzel, Karntnerstrasse.
France, Paris — Boyveau & Chevillet, Librairie Etrangere, Ruede la Banque.
Italy, Milan— Ulrico Hoepli, Librairia Delia Real Casa.
New South V/alcs, Sydney— Turner & Henderson, 16 and 18 Hunter Street.
Queensland iSouth), Brisbane— Gordon & Cotch.
Victoria, Melbourne— Gordon & Cotch, Limited, Queen Street.
Address alt Commtiitications and Remittances to Kenfietd Publishing Co., Chicago, III.
CORRESPONDENCE.
We cordially invite correspondence on all subjects of interest to those
eng'ae'ed in any branch uf street railway work, and will gratefully appreciate
any marked coi>ies of papers or news items our street railway friends may send
us, pcrtainini; either to companies or officers.
DOES THE MANAGER WANT ANYTHING?
If you contemplate the purchase of any supplies or material, we can save
you much lime and trouble. Drop a line to The Kkview, stating what you are
in the market for, and you will promptly receive bids and estimates from all the
beat dealers in that line. We make no charge for publishing" such notices in our
Bulletin of Advance News, which is sent to all manufacturers.
This paper is a member of the Chicag'o Trade Press Association.
Entered at the Post OfBce at Chicago as Second Class Matter.
Vol. XV
JANUARY 15, 1905
No. 1
CONTENTS OF THIS NUMBER.
Miscellaneous EqiiipmeiUs of the United Railroads of San Fran-
ciscol. Illustrated i
Avoidable Causes of Central Station Fires. By .•\rtluir B. Weeks. 5
Long Switch Timbers under Special Work 6
Piping & Tower Station Systems — III. By Wm. L. Morris 7
The Boston Elevated Construction Car. Illustrated .' 10
Street Railway and Highway Conflicts 11
The Electric Tramways of Amsterdam. Illustrated. By E. Guar-
ini 17
The Amsterdam-Haarlem Tramways System. Illustrated 18
The Chicago Consolidation 23
Ft. Wayne, Van Wert & Lima Traction Co. Illustrated 27
Relieving Congested Traffic at Rush Hours. By D. McDonald. .. .31
The New Terminal Station of the Indianapolis Traction & Ter-
minal Co. Illustrated .3.?
Canadian Street Railway Association 37
Interchange of Freight Between Steam and Electric Roads 38
Ohio Interurban Railway Association 40
Middletown Cars for York, Pa. Illustrated 42
Cost of Electric Railway Power Production and Transmission in
the State of Indiana. By Albert S. Richey 43
Detroit, Monroe & Toledo Short Line. Illustrated 45
Track and Roadbed Construction and Maintenance, with Partic-
ular Reference to the Life and Chemical Preservation of
Cross-Ties. By Thos. B. McMath 47
Recent Street Railway Decisions 49
December Meeting New England Street Railway Club 53
Indiana Electric Railway Association 57
The Construction and Maintenance of Cars and Equipment. By
L. M. Clark 58
Personal 60
Electrical Equipment of the Williamsburg Bridge. Illustrated. .. .63
ANNUAL INDEX.
The annual index for the "Review" for iy04. is included iu tlie
January, 1905, number and should not be ovcrlookcil in preparing
the files for binding.
ANOTHER NEW ASSOCIATION.
Last month we had the pleasure of recording the organization of
the Indiana Electric Railway Association, and this month there is
yet another in the field. The Canadian Street Railway Association
was organized at Montreal, Dec. 20, 1904. One point on which the
new association is deserving of especial commendation is that it
has provided itself with an ample taxing power, so that it will not
be prevented from carrying out its work by lack of funds. Not
only are the dues comparatively high, but there is granted to the
executive committee the power to levy assessments on members,
prorated according to gross receipts.
THE EAST BOSTON TUNNEL.
The tunnel connecting Boston with East Boston, which was be-
gun by the Boston Transit Commission in May, 1900, was opened
to traffic by the Boston Elevated Ry. Dec. 30, 1904. The cost of
this work w'as about $3,300,000. As an indication of what may be
expected in the way of traffic it is interesting to note that nearly
13.000,000 passengers traveled between Boston and East Boston by
the ferries in 1903. Upwards of half an hour is required in the
journey from Maverick Sq. to Court St. by ferry and surface cars
The tunnel time is si.x minutes, a toll of one cent being collected
by the Elevated road for the city of Boston in addition to the regu-
lar s-cent fare, .^s the ferries also charge a one-cent toll, this
immense reduction in time is secured without additional expense
to the passenger. The added efficiency which the East Boston
tunnel confers upon the elevated system as a whole is bound to be
considerable, and it is safe to say that the citizens of Boston will
probably never have cause to regret the carrying out of this notable
and permanent triumph of transportation engineering.
HOW FIGURES ARE MADE TO TALK.
At the December meeting of the Western Railway Club, Mv
Slason Thompson presented a paper on ".American and British
Reports of Railway Accidents," which is a most interesting discus
sion of the way in which facts are distorted and used to inflanu'
public opinion against railroad corporations. Mr. Thompson's paper
is open to one adverse criticism which it is feared will detract tn
some extent from the value it should have. -This objection is the
use of somewhat intemperate language in characterizing the mo
lives attributed to the Interstate Commerce Commission in publisb
ing garbled or incomplete extracts of official documents and drawing
conclusions unjustified by the premises. While the Interstati'
Commerce Commission apparently deserves all the bad things said
about its action and motives, we believe that Mr. Thompson's argu>
nicnt would have been stronger if he contented himself with stating
the facts.
It is said that the statistics of railroad accidents "are given out
by the Interstate Commerce Commission no less than seven times
a year, with what Grover Cleveland would call 'ghoulish glee.
to fill the public mind with horror over the harrowing totals of every
description of frightful or trivial railway accident." The fact that
in England in 1901 for the first time on record not a single passenger
was killed in a train accident "has been rolled as a sweet morse'
through the disingenuous reports of the Interstate Commerce Com-
mission" and served to divert attention from the totals for the
Board of Trade Report, which should be compared with corre-
sponding statistics for America.
The Board of Trade report for 1901, the year in which no pass-
enger was killed in a train accident, states that the number of
personal accidents reported to the Board of Trade by the several
railway companies of Great Britain during the 12 months amounted
to 1,277 persons killed and 18,735 injured. If these figures are
multiplied by 10. which represents the difference in risk by reason
of the greater mileage, tonnage and number of employes in America,
the result of 12,770 killed and 187,350 injured; this is the gross
total to be compared with .^merican figures. The American figure?
for the year ended June 30, 1903, were 9,480 killed and 76,553 in-
jured.
Mr. riionipson points out that in Great Britain statictics of rail-
Jan. 15, iyo5-
STREET RAILWAY REVIEW.
25
way accidents arc collcclcd In locale tlie cause and responsibility
and wlicre possible to prescribe and enforce the remedy, while in
America lliesc statistics are collected, tabnlatcd and published ts
establish a preconceived theory and shift the responsibility to the
absence of some safety device and convict American railway man-
aKiTS nf a Rrccd which shows shocking disregard of human life.
TICKET CONTRACT.
Al its last meeting llie Ohio Interurhan Railway Association
agreed upon a form of interline coupon licUet which is rccommendc.l
10 members of the association. The description of the ticket ami
Ihc form of contract are given on another page. The avowed ob-
ject of printing and selling such tickets is to benefit the passenger
l.y enabling him to buy one ticket that will carry him through to his
destination, instead of having to buy three or four, or half a dozen
separate tickets, one for each road; and also to benefit the com-
panies by getting the passenger to decide to make the whole of his
journey over electric lines, collecting the money for the whole trip,
and conserving the patron for friends instead of possible rivals.
U is therefore proper to examine the contract with a view to judg-
ing how well the ticket will accomplish its objects; in doing this it
is quite as important to consider how the cc-mpanies act, as well as
how the passengers may, from the text of the ticket contract, prop-
erly infer they are going to act. And divergences between acts and
words justify some adverse criticisms.
The one-way coupon ticket is intended to be on its face limited,
while the rate charged for it is (according to the present general
practice) the sum of the local rates on the various roads over which
the ticket reads. The law is well settled that a railroad ticket sold
at full rates is good until it is used, and there is no reason to
suppose that this principle would be overthrown were a case
against an electric line to be carried up to the court of last resort.
Moreover, it is the present practice of nearly all, if not all, the elec-
tric lines selling these tickets not only to redeem one-way tickets
if presented after the time limit has expired, but they instruct their
conductors to accept the tickets when presented on the cars, even
if the limit has expired. What could be more absurd than to issue
written instructions (the ticket itself) for conductors to do cer-
tain things and then issue oral instructions to violate the written
ones? What course is better calculated to invite trouble in event
the conductor is either stupid or ill-tempered? A dead-letter law
is always bad because it engenders contempt of other laws. Pas-
sengers will not be long in learning that the limited ticket rule is a
bluff, and naturally have the right to presume that other rules of
the company are intended for bluffs also. The same is true of em-
ployes.
The only argument we have heard in favor of limited tickets is
that it brings them into the auditor's office sooner and facilitates
accounting. This does not seem to be a sufficient reason, because
the outstanding ticket liability always exists, and whether it be a
trifle larger can make little difference, especially as the company has
the money received for the ticket; and even more especially as the
company is in fact willing to redeem the ticket whenever presented.
The requirement in the limit clause that if limited the ticket must
be "used to destination before midnight of the date indicated," is
an unusual one and we believe that it is invalid; because a pas-
senger in planning his journey has a right to rely upon the railway
running cars on the scheduled time which it does not always do.
and it is unreasonable to make the passenger suffer loss from de-
lays which are the fault or misfortune of the company and easily
may cause him to exceed the time limit. As the ticket is subject
to the stop-over regulations of the roads over which it reads, and
these will naturally vary the "used to destination" limit will oflFer
opportunity for much confusion.
The limitation of baggage liability to $50 for a whole ticket and
$25 for a half-ticket is also of doubtful value, as the company can
not hope to evade paying for all the baggage which, in view of the
circumstances and of his condition in life, the passenger has rea-
sonable need to take with him. provided it be lost through negli-
gence of the company's servants.
These criticisms apply in a lesser degree to the contract on the
round trip tickets (which is practically identical as to the condi-
tions) because round trip tickets are usually sold at a reduced rate,
and there consequently is some consideration for the restrictions
imposed upon the passenger. Yet even in the case of round trip
tickets it is the general practice to redeem them regardless of the
time limit, and the dead-letter law argument is equally valid.
Wc are heartily in sympathy with Ihc efforts of the a-««r.ri:,tion
and of the men acting as its committee, to secure tl ^'i
(ion of ticket forms and the wide use of interline 11 '"^'
wc believe they will benefit both railways and passengers.
Patrons will appreciate the convenience of interline tickets jnM
as they Ho the interchangeable coupon lK)ok<; of Ihc O. I. R. A.
form. But the appreciation will be in spite of and not because of
llic restriclions, and it seems to us that the companies concerned
would do well to place before the passenger a statement of the more
liberal ideas, which wc know their managers have, and which their
practice demonstrates.
PARK RECEIPTS.
A grc.it Mi.iiiy street railways have embarked, directly or indi
reclly, in the amusement business, believing that the pleasure re-
sorts would be a source of profit in themselves or that regardless
of the direct return, the street railway traffic would lie so in-
creased that the general result would be profitable. The testimony
of those street railway men who have had experience with pleasure
resorts is almost unanimous to the effect that the parks have liccn
good investments. Varying conditions have caused different com-
panies to equip their resorts in correspondingly different ways, and
quite a few unsuccessful experiments have been tried; these fail-
ures, however, are as a rule attributed to faulty applications of the
park idea, raiher than to the idea itself.
Those who have parks, and especially those who are expecting
to operate parks for the first time this season, will be interested in
some of the deductions of Mr. Richard Kann, from his experience
in the amusement business. As illustrating the tendency of the
inexperienced man to over-estimate the possible receipts he states
that at the White City, New Haven, Conn., a number of street
railway men who were inspecting the resort ventured to guess at
the gross receipts from 21,000 people, when the admission fee was
10 cents and there were 10 amusement devices charging 10 cents
each, and placed the total at $13,000 per day or 65 cents per capita.
This guess was nearly 300 per cent too high.
The amount spent at Coney Island, New York, is given as 24
cents per capita; for other resorts the average expenditure is
stated to be 18 cents per capita. The endeavor of the amusement
manager is to increase this average expenditure, and a multitude of
plans have been tried.
Band music was one of the first means used to put the crowd in
a lively humor, and one resort has spent over $40,000 for music
in a single season. The gate receipts were increased but the
patronage of the amusement devices fell off, because the band con-
cert held the crowd. Vaudeville had the same effect.
Sensational vaudeville "acts," such as high diving, tight rope.
and other short but thrilling performances, were found to have the
desired effect. Such acts in full view of the entire crowd, at in-
tervals of half an hour, each one requiring only a few minutes,
keep the crowd moving about the grounds, hold it till late in the
afternoon or evening, but do not keep it so occupied that there is
neither time nor inclination to visit the pay shows in the intervals
between the sensational free performances. To promote good na-
ture on the part of patrons and get them into the proper frame of
mind to spend their dimes such free amusements as the Spiral
Slide, the Hclter Skelter, the Bumps, etc.. are found to be very
efficacious.
It is Mr. Kann's idea that in 1905 most of the large resorts will
have a carefully selected band (not a band that will keep a crowd
enthralled for forty minutes at a time, but one that will play
popular music and make the crowd hum), a scries of vaudeville
acts so sensational that they will easily advertise (and very short
in their performance) given at intervals of thirty minutes, properly
bulletined, so that the crowd may know when to expect them, and
a number of free attractions designed to make people laugh.
Also that there will be a reduction in the price of the big attrac-
tions within the grounds, because it has been found that 2S-cent
attractions must be produced on a tremendous scale to be profitable,
inasmuch as the 2S-cent performance, no matter what it may be.
must not be over 25 minutes in length. If longer time is required it
will interfere with the earning capacity of the other devices in the
park. Last season many of the 25-cent attractions in the large
resorts were reduced to to and 15 cents and made shorter for that
reason. The theory is that as the average person will spend from
18 to 24 cents, the correct policy is to get this 18 or 24 cents as soon
as possible. A Scenic Railway will earn it in four minutes and
twenty seconds, an Old Mill in six minutes, a Shoot the (Thutes in
26
STREET RAILWAY REVIEW.
[Vol. XV, No.
«
one minute, while the Johnstown Flood, the Galveston Flood, the
Fall of Pompeii, or a vaudeville performance, requires thirty
minutes.
THE RAILWAY MOTOR OF 1905.
The custom of taking account of stock as one passes into a new
year is one which is worth while in matters of engineering no less
than in personal affairs, and as the transportation world swings into
line for another twelve months of progress, it is fitting to glance for
a moment at both the present status and future prospects of the
railway motor.
The civilized world has realized its dependence upon the railway
motor more in the year which has just closed than ever before. It is
a fortunate thing that this appreciation has come about through the
extension of rapid transit facilities and possibilities, rather than
through costly interruption of service. Telephone experts, electric
lighting engineers and other specialists have always enjoyed the
opportunity of picturing the inconvenience and discomfort which the
cutting off of their circuits would cause the communities served by
them; but it is safe to say that few persons realize the paralysis and
stagnation of business which would ensue if the electric railways of
any great American city should stop operation. The year 1904 takes
its place among its predecessors as one more period in which the
railway motor successfully performed its huge daily task of carry-
ing countless thousands of passengers quickly, comfortably and
cheaply between their homes and their places of business in the great
ebb and flow of urban life. Many of these passengers had no alterna-
tive transportation facilities, and many others deserted the old steam
routes for the less expensive, cleaner and more convenient trolley
lines.
Two events of great significance mark the departed year as an
epoch of unusual progress. These are the commercial development
of the series alternating current motor, and successful completion of
the largest and most powerful direct current locomotive ever built.
That the future has great things in store for each, no one can gain-
say, but it is also true that much confusion of mind exists as to the
prospective development of these two radically different types of
motor. The general characteristics of both these alternating current
and direct current engineering triumphs are familiar, but the relative
disadvantages of each have thus far been less widely appreciated.
It is always the case that when any new type of equipment is
placed upon the market, plenty of enthusiasts will be found predict-
ing the passing into oblivion of every preceding type of apparatus.
Seldom are such predictions completely fulfilled. The telephone was
going to relegate the telegraph to the junk pile; the bicycle was going
to put the trolley car out of business, and last but not least, the wire-
less telegraph is going to depreciate ocean cable securities ! Prophets
have not been wanting to declare that the commercial design of the
alternating current series motor has given the cnup-de-grace to every
direct current motor underneath a car. and that the completion of the
first electric locomotive for the New York Central suburban service
is the advance signal for the end of the steam locomotive.
Too much enthusiasm in this direction is as bid as too little. What
is needed in every case is a broad-minded analysis of the situation
which considers impartially both the advantages and disadvantages
of every available motive power on the market. From the standpoint
of the electric railway expert there is perhaps too much conservatism
in steam railroad circles in the matter of adopting electricity for
suburban service, but with the New York Central and Pennsylvania
terminal work as the entering wedges, the local passenger business
need not be despaired of. The next five or ten years will doubtless
witness tremendous electrical development in the handling of heavy
suburban traffic in and near our larger cities. Chicago and Boston
are bound to follow close upon New York's experience, with their
enormous suburban business.
Turning to the two latest types of railway motors as exemplified
in the alternating current and direct current development of 1904.
it seems probable that the tried and trusted direct current series
motor of city service need not fear the advance of its later brethren
for some time to come. The perfection to which the direct current
machine has been brought after years of hard earned experience
under adverse conditions of load, track, voltage, weather, slush, mud,
water and handling makes it difficult to point out wherein anv im-
provement in design can be effected, in connection with the latest
types of direct current series railway motors now on the market.
Weight has been cut down in terms of output ; efiiciency has been
increased ; heating and ventilation liave received the attention born
of past failures, and sparking at the commutator has been pretty well
eliminated. It is certainly no small advantage that the alternating
current motor has proved to operate with direct current as well as
any direct current machine that the manufacturers have produced,
but this fact is not sufficient to cancel direct current motor contracts
for urban equipment. A car fitted with both alternating current and
direct current control is naturally more expensive to build and main-
tain than one in w'hich almost the last available square inch is not
occupied by equipment, although this is perhaps a minor considera-
tion. For combined alternating current and direct current running,
however, the series alternating current motor is well adapted to meet
the conditions of a mixed city and suburban service, and it is here
that the new machine is tnost likely to score, rather than in purely
urban operation.
For suburban or even intcrurban service demanding not too great
powers in the motor rating, the great economy in the first cost of the
overhead system and notable saving in the cost of rotary converter
transformations and attendance hold a bright future before the alter-
■ nating current motor. The increased weight of the alternating cur-
rent equipment as compared with the direct current cannot be urged
as a vita! objection, since this increased efficiency of the system due
to the elitnination of the rotary converter is about offset by the addi-
tion in weight. Particularly is the alternating current motor adapt-
able to cross country lines through sparsely settled territory, as it is
in these long stretches that the full force of copper economy and
the absence of substation attendance charges is most directly brought
home.
Thus far, it has been difficult to design alternating current series
motors much above 75 or 100 h. p. in capacity. The 4 ft. 8^ in.
gage is a special bar to progress in this direction, and it has not been
possible as yet to design gcarless alternating current motors with the
armatures mounted directly upon the axles. It has recently been
pointed out that if it were possible to construct gearless alternating
current motors of the same general arrangement as those upon tlie
New York Central No. .6000 type of direct current locomotive, it
would be found that the maximum coefficient of traction available
would work out not far from 15 per cent of the weight upon the
drivers, as compared with 25 to 30 per cent with direct current
motors. This is due to the pulsating torque of the single phase
motor, which if transmitted directly to the drivers is only half the
maximum. With a geared alternating current motor the situation
can be improved to the extent of utilizing about 80 per cent of the
torque of the direct current motor for the same weight upon the driv-
ing wheels. This is a serious matter in general railroad service,
where both the wheel base and weight upon drivers are limited.
.\Ithough a multiple unit system of alternating current control is
feasible, the cost of two alternating current units of the same capacity
as a direct current locomotive is at present prohibitive. Higher volt-
ages than 600 to 700 are not advisable upon the third rail and the
difficulties of trolley insulation and taking off large currents wi*b
trolley wheels mount up as voltages and powers increase.
Apparently the direct current locomotive has the best of the situa-
tion at present, for heavy suburban train service. It is therefore
reasonable to expect that for some time to come the alternating cur-
rent motor w-ill find it difficult to compete with this formidable rival
in the electrical equipment of steam roads. We are at an interesting
stage in the development of rapid transit systems. Three points have
become well established, viz :
That the direct current series motor holds the urban field ; that
the alternating current series motor will prove extremely useful in
the suburban and intcrurban sphere ; and lastly, that the direct cur-
rent locomotive at present is the better in the suburban train service
of steam railroads.
Finally, the foreging comments are printed with no intention to
disparage the brilliant development carried out by both alternating
current and direct current designers within the past two or three
years. Rather is it intended to point out some of the limitations
which must be considered in making a wise choice of rapid transit
equipment and to add a word of caution against accepting the idea
that any single type of equipment is the key to every problem of rail-
way motive power. The grand prize of the locomotive designer will
be won when the heavy long distance freight and passenger traffic
of the steam railways is captured by electrical methods.
Ft. Wayne, Van Wert & Lima Traction Co.
The recently completed electric railway Ijetwccn Lima and Van
Wert, Ohio, is interesting as an exani|)le of rooc! construction work
rapidly executed, and also as an indication of the continncd vitality
of the intcrurban electric railway in the central west where it has
heen most extensively developed. This line closely parallels the
Pennsylvania railroad throughout its entire length and was built
to give the towns along its route the better local passenger service
wliich is much needed. When completed to Ft. Wayne it will make
to give tauKcnls of from 8 to 12 miles in length. Curves are all de-
signed for a speed of 40 miles per hour. The section between New
Haven and Ft. Wayne will have a grade of about 2^^ per cent but
for a short ilistancc only. From Lima to Monrocville the route is
close beside the Pittsburg. Ft. Wayne & Chicago K. R. right of way.
The territory served comprises sections of Allen County, Indiana,
and Van Wert and Allen Counties, Ohio, districts already well
settled, and which are being further rapidly developed. The Ohio
OVERHEAD CROSSING OF FT. WAYNE, VAN WERT & LIMA WITH PENNSYLVANIA, AT DELPHOS, 0.
possible a through service to Logansport, more than half-way across
the state.
The Ft. Wayne, Van Wert & Lima Traction Co. was organized
.\ug. 4, 1902, to build an electric railway from Ft. Wayne, Ind., to
Lima, Ohio, a distance of 63.2 miles. In both Ft. Wayne and Lima
entrance is over the tracks of the local street railways; at Ft.
Wayne the urban section is 2.2 miles ; at Lima, 1.8 miles. This
leaves for the interurban line proper 59.2 miles, of which the section
between Van Wert and Lima, 26.5 miles, is now open for traffic The
section from Van Wert to Ft. Wayne will be
completed in 1905. n'fL'-^t^^^' *
At Ft. Wayne the interurban company pays 2j^
cents per passenger for use of the city tracks, while
at Lima it pays 22>2 cents per car-mile to the Lima
Electric Railway & Light Co., this being estimated,
from experience on the Western Ohio Ry., as the
equivalent of 2^/2 cents per passenger. For the
towns of New Haven. Monroeville, Van Wert and
Delphos the interurban company secured 35-year
franchises on very favorable terms. Through the
villa.nes of Besaiicon, Zulu, Tillman, Di.xon, Convoy,
Middlepoint and Elida it purchased a private right
of way. Outside of towns and villages the company
has its own right of way with a minimum width of
40 ft., the location being chosen with a view to high
speed operation.
The country traversed is level except that short
section between Ft. Wayne and New Haven which
is slightly rolling. This favorable topography has
enabled the grades between Lima and New Haven
to be kept under i per cent without excessive con-
struction cost, and the right of way was so chosen as
counties include rich oil fields which not only insure prosperity for
rural land owners, but provide both passenger and freight business
for the railway. Over one hundred manufacturing concerns, many
of them large ones, have their headquarters in the terminal cities
and the towns on the route ; aside from these the oil wells, stone
quarries and grain elevators in the territory are numerous.
At Lima the road interchanges business with the Western Ohio
Ry., and when completed to Ft. Wayne will have similar arrange-
ments with the Ft. Wayne & Wabash Valley Traction Co.
EUDA WAITING ROOM AND SUB-STATION.
28
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
The population tributary lo tlic line is as follows :
Allen County, Indiana:
Ft. Wayne 57,ooo
New Haven i,2co
Monroeville i .000
Rural population along line 8,000
Total
67,200
Van Wert County, Ohio :
Convoy 1,100
Van Wert 9.000
Middlepoint 1,500
Delphos 2,300
Rural population aloni; line 8,200
Total.
.Mien County, Oliic
Delphos
Elida
Lima
2,800
■ • • 550
33,000
Rural ]mpulalinn along line SiOOO
Total.
-! ■ .^.^o
Grand Total
Average, including terminal cities. .
Average, excluding terminal cities.
1 30.650
2.06-
677
An estimate of the gross earnings based upon results on other
Ohio and Indiana inlerurban lines, and taking into consideration the
relative populations available, shows an income of $4,500 per mile
may be e.xpected.
The work of construction of the section east of Van Wert has
been carried out very rapidly. The directors on June 20. 1904, voted
to build from Lima to Delphos, and work was commenced July acth.
The contract for grading, track laying and all overhead work was
let to G. A. Ilogue, of Indianapolis, and he completed the 15 miles
within 60 days. Cars have been in regular operation since October
1st on this section.
The construction of the section between Delphos and Van Wert
was authorized Sept. 28, 1904, and the work began October 15th,
lilt lU-OUL luUI.ES .\T WORK.
the contractor being Mr. Hogue. This section of i3'4 miles was
completed late in December and the first car was operated between
Lima and Van Wert on December 31st. the opening of the line being
appropriately celebrated by the citizens of Van Wert and Lima who
now have available a satisfactory local transportation service —
something not heretofore enjoyed.
Roadbed Construction.
The road, as slated, is built for the most part on a private right-
of-way, not less than 40 ft. wide, which has been purchased out-
right at a cost of $75,000.
The track is of 70-lb. A. S. C. E. section steel T-rail, with six
hole splice bars at joints. Cedar ties 8 ft. long are laid 2 ft. between
centers. At each rail joint on tangents are two white oak ties, and
on all curves and switches oak instead of cedar ties are used.
The road is ballasted from Lima to Delphos with crushed stone,
and stone ballast will be used for the entire line.
All bridges are built of steel on concrete abutments, there being
fourteen of them between Lima and Ft. Wayne, excluding those
for steam railroad crossings and of which there are two — at Delphos
and Monroeville, respectively. All bridges are designed for a roll-
ing load consisting of a train with 20,000 lb. per axle, on a 6 ft. 6 in.
wheel base, 26 ft. center to center of trucks, and a dead load of
cSoo lb. per lineal foot, with an impact of 80 per cent.
•All culverts between three and twelve feet openings are of the
.MAP OF Ff. W.WNE, VAN WERT S: LIMA ELECTRIC RY.
(Shaded area indicates territory tributary to the line.)
Jan. 15, 1905.1
STREET RAILWAY REVIEW.
29
CONSTRUCTION TIIKIJUGII TOWNS.
concrete arch type, and tliose of less than three feet are of exir.i
heavy vitrified clay sewer pipe, reinforced by a concrete jacket.
The bridge proper at the overhead crossing with the Pennsyl-
vania tracks is a steel truss through bridge of 125-ft. span, crossiuR
the Cy6-it. right of way of the railroad at an angle of 41 degrees.
Tho bridge rests on concrete abutments high enough to give 22^ ft.
clearance measured above the rails of the Penn.sylvania tracks.
RE.\K OF ELIDA SUB-STATION.
The approaches are trestles, the bents of which are 16 ft. center to
center. On each side of the bridge the inclined section of the
approach is straight witli a uniform grade of y/2 per cent to points
within i~5 and 225 ft., respectively, of the bridge; between the in-
clined sections and the bridge are curves, the i7S-ft. curve on the
north side being 18 deg. and the 22S-ft. curve on the south side 20
deg.
This structure was built by the LaFayette Engineering Co'.
Between Van Wert and Ft. Wayne the grade is ready for track
laying, all bridges and culverts are in place and the riglit of way
is fenced on both sides.
Overhead Equipment.
The poles are of cedar 7 in. at the top, and from 45 to 50 ft.
high. Extra heavy yellow pine cross arms and galvanized braces
are used. Provision has been made for two three-phase high ten-
sion transmission lines with all necessary feeders and telephone
lines, as shown in the line drawing.
I he transnnsM'in Inic consibls oi one ihrcc-phasc high tension
line of No. 2 hard drawn copper, carried on I»ckc 40,000-volt por-
celain insulators supported on steel pins, while the feeder line is
of No. 0000 medium hanl drawn copper ; this low potential feeder
extends the entire length of the line.
The trolley wire is No. 000 round hard drawn copper and is car-
ried on 9-ft. "Richmond" flexible brackets, with Ohio Brass hangers
and clamps. The trolley is tapped to the feeder every 1,000 ft. A
TYPICAL SECTION OF LINE IN COLNTRV.
telephone circuit of No. 12 copper is carried on one of the cross
arms on glass insulators.
Span wire construction is used in villages where necessary, and
in these instances 5-16 in. double galvanized standard span wire
was used.
Sub-Stations.
There are two sub-stations on the Lima-Van Wert section, one
at Elida and the other at Middlepoint. The Elida sub-station is
completed. It is equipped with one G. E. 6-pole 300-kw. rotary
converter, which was put into service about December loth. The
Middlepoint sub-station will be completed this month. Pending the
INTERIOR OF ELIDA SUB-STATION.
30
STREET RAILWA\ REVIEW.
[Vol. XV, No. i.
OVKRHEAD CONSTRUCTION AT SWITCHES.
ccnipletioii of the station, however, current for the operation of
cars into Van Wert is furnished from the Elicia sub-station, the
feeders provided having ample capacity for this service.
The first equipment in the Middlepoint sub-station will be a West-
inghouse 300-k\v. rotary.
.'\s the sub-stations are both located in villages, they have been
designed for passenger and freight stations as well as electrical
distribution stations. These stations are built with concrete
foundations for both building and machinery, and the walls are of
brick with natural cement mortar. The roofs are of tile, manu-
factured by the National Roofing Tile Co. Space has been pro-
vided in each for an additional 300-kw. rotary, also arrangements
WM>MMM'.\i i '.'/.('.ii','/:
have been made for the operation of a portable sub-station car in
conjunction with either of the stations.
A very interesting feature of the sub-station buildings is the con-
struction of the weatlier traps tlirough which the high tension wires
enter the building. There is a separate hood for each wire, con-
sisting of side and front walls, a sloping roof, and a support for the
insulator which support connects the side walls at the rear; all of
this is of reinforced concrete molded in one piece. The hood is
24 in. wide, 34 in. deep and 36^'^ in. high at the rear and 21 in. high
at the front. Steel rods bent to a U-shape for the side walls and
roof and for the front and side walls, and steel rods bent to an
L-shape for the front wall and roof provide a reinforcement in both
directions of each side of the hood. These rods are ]4 in. in diam-
eter and are spaced about 6 in. apart.
Inside are molded corbels to support the slate slab forming the bot-
tom of the hood. Through this slab extends a porcelain sleeve
through which the wire enters. The insulator in the station side of
tlie hood is supported on an iron pin.
The steel-concrete hood weighs from 800 to 1,000 lb. and is built
into the wall of the building as any other special shape would be,
and further supported by pilasters or columns. At Elida columns
are used and at Middlepoint, pilasters.
The details of this hood were perfected by Mr. W, H. Roney, and
he has applied for a patent on the design.
In both sub-stations columns for supporting floor beams, where the
loading requires intermediate supports, have been made of drain tile
of 14-in. outside diameter filled with concrete.
Power.
Current is to be secured from the Western Ohio Railway Co.
from the power house at St. Mary's, O. ; the contract with the
Western Ohio is for the term of five-years.
Rolling Stock.
The cars which are being operated over the road at present are
the property of the Lima Electric Railway & Light Co. and the
Western Ohio Railway Co. An order has been placed for three
interurban combination passenger and baggage cars with the Cin-
cinnati Car Co. which will be delivered soon. These cars are to be
of the most modern type. They are double-vestibuled and finished
WEATHER TRAP FOR HIGH TENSION WIRES.
PLAN OF ELIDA STATION.
in mahogany, with smoking compartment and toilet rooms, water
coolers and Peter Smith hot water heaters. Each coach is to be
equipped with a telephone set. They are built after designs espe-
cially adapted for high speed interurban service. The length of
the car over corner posts is to be 44 ft. 4 in., while the extreme
length over buffers is 55 ft. The extreme width of the car is 8 ft.
6y!; in. and the height from under the sill to the top of the roof is
9 ft. The interior finishings will be attractive and comfortable
throughout. The appointments of the regular passenger and smok-
ing compartments, of course, differ somewhat ; in the former the
seats are to be of the Hale & Kilburn walk-over type, upholstered
in green plush, with high backs and head rolls.
The trucks are of the Taylor extra heavy, M. C. B., swing
bolster type, with triple elliptic springs. The axles are S^ in. with
steel-tired wheels. Westinghouse straight-air brakes are provided
with a motor driven compressor for each equipment. Each car has
four Westinghouse No. 56 motors.
The officers of the Ft. Wayne, Van Wert & Lima Traction Co. are:
President, James Murdock, president Merchants National Bank,
LaFayette, Ind. ; vice-president, D. J. Cable, Lima, O.; secretary
and treasurer, J. D. S. Neely, Lima.
The line between Van Wert and Lima has been built by the
Jan. is, 1905.)
STREET RAILWAY REVIEW.
31
Oliio & Iiitliaii.T Construction Co., of wliich H. C. Paul is president,
L. G. Ncdy, .secretary and general ni.inaKcr, and C. D. Kmmons,
supcrinlciulcnl of construction. Mr. Kminons is manager of tlie
!■"(. Wayne & Wabash Valley Traction Co. The general contractor
fnr thi- track and overhead lines was G. A. llogne. of Indianapoli.s,
:iii<I I III- cnntractor for (he sub-stations W. II. Roney, of Chicago.
ity of fifty or sixty passengers (seated or standing; will be re
required to carry this rush conveniently?
Scvcniy-fivc thousand divided by fifty equals thirteen hundred
cars.
The answer seems easy and if companies could alTord (in our
day of cheap fares and transfers) to furnish that number of cars, to
-^-W-
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TTT^
SECTION OF TRACK CONSTRUCTION IN CITY STREETS.
-S-O'
^
The half-tone engravings used herewith are from photographs
hy J. B. lIofT, of Delphos, O.
Relieving Congested Traffic at Ru.sh Hours.*
BY D. M DON.\I.D, MANAGER MONTREAL STREET RV.
All that has been said or written in regard to other difficult prob-
lems of a like nature such as congestion of traffic in London, the
difficulties of getting quickly through the center of Paris on a gala
day, the irritating slowness of a horse car or cable ride through
Broadway, up to recent date, the tedious features of all the best
plans or remedies that have been already tried to prevent over-
crowding in all public places or vehicles: all this verbal and written
information would be a fitting preamble to convey to the ordinary
reader a faint idea of tlie difficulty of the problem that we are en-
deavoring to solve.
We are requested to deal with a question that is difficult of solu-
tion and to enter immediately into the practical discussion of this
question we must cite certain figures concerning the growth of
street railway business that tend to show how quickly the existing
rush hour conditions have been thrust upon us and the practical
catering that street railway companies all over this continent have
furnished in the last ten years, to meet the requirements of traffic.
Statistics prove that from 1892 to 1903 tlie mileage of street rail-
ways on this continent has increased from about 8,000 to 25,000
miles, which means, practically, on account of transforming electric,
that since 1S90, which was about the birth year of electric traction
on a large scale, 25,000 miles of track were laid at a cost of $2,150,-
000,000 and that these street railway companies are now carrying an
average of 5,000,000,000 passengers per annum. Why should it not
be overcrowded ?
These ten cipher figures to which the world has been unaccus-
tomed in the way of increased traffic lead us to believe that street
railway companies have not spared their efforts to cater to public
comfort, especially when we stop to consider that this phenomenal
work has been done by 850 companies, and that perhaps less than
100 companies of this number have to deal with the overcrowding
problem which we are now discussing.
If we take the existing conditions in towns of three or four hun-
dred thousand inhabitants we find that the working population may
be one-half that number and again that a quarter of the number
(100,000 people) usually work in the business or downtown section
of the city, which section is generally limited to a square of about
one mile in length and a quarter or a third of a mile in width.
Seventy-five thousand persons of this 100,000 would like to get home
quickly and all want to board cars in ten or fifteen minutes at six
o'clock. The question naturally arises how many cars with a capac-
•Rcad before the Canadian Street Railway Association. Monueal.
r>cc. 20. 1904.
be used for fifteen or twenty minutes per day this remedy would
seem excellent.
It must not be forgotten that these thirteen hundred cars are only
the rolling stock necessary to provide the desired accommodation for
down town passengers and that at the same hour the rest of the
system must be provided for, which might possibly mean one hun-
dred or two hundred cars more, to provide the same roomy service.
But, as already stated, the settling of the question would be easy,
though impracticable financially for the company, if we did not
have to contend with a still greater difficulty, which is "Time."
This "Time" difficulty comes from the natural desire of every-
body to rush home at the same hour, which is easier to imagine
than to cure. Hence the 1,300 cars referred to must be rushed
through the business center of the city in ten or fifteen minutes, and
this is where the plan becomes impossible.
The business center of the city is generally provided with two
streets at most where this traffic must be taken on; that is to say,
two lines going east and two lines going west or north or south, as
llie case may be.
The closest headway that may be run by cars, at 5 or 6 miles an
hour speed, is about 20 seconds ; hence we must find a means of
running 1,300 cars over four tracks in 15 minutes, or 900 seconds;
that is to say, we must run 325 cars over each track in 900 seconds,
which means that the interval between cars must be less than three
seconds. This is a material impossibility and if each car must have
a headway of 20 seconds we arrive at a total time space of
(325 x 20 equals 6,500 seconds equals 108 minutes) or i hour and
40 minutes to let the procession go by.
It is evident from these figures that the possibility of relieving
congestion with an unlimited number of cars, even if it were ap-
proved as a commercial venture, cannot be done without sacrificing
time and speed, which would probably aggregate a larger general
loss than that above mentioned and also give rise to greater recrim-
ination that the disagreeable, quicker ride that passengers must
endure under present conditions.
There is a maximum in all measurements and the limit of cars
that a city street may accommodate is pretty nearly covered by tlie
service that most companies are at present giving in the heart of
busy cities.
The European plan of numbering and limiting passengers, which
by the way is generally disregarded in most European countries in
Sunday and holiday rushes (for they do business calmly and amuse
themselves rapidly) the European plan would not suit our speedier
temperament.
It would not avail us much to get a roomy seat in a blockade,
and most of our countrymen would prefer to get there standing.
The "no seat, no fare," plan would certainly cause an irresistible
desire with most people to prefer standing room.
The limiting of the number of passengers would be a good move
in favor of the companies, as it would reduce the actual loss caused
by missing fares, but it yet remains to be seen what public favor
32
STREET RAILWAY REVIEW,
[Vol. XV, No. i.
such a limitation would meet with in this busy country. The first
passenger to be refused admittance in such a case takes it very
bitterly and if he happens to be accompanied and there is only room
for one he is forced to give way to another passenger who should
have waited. Again, if a car is filled at this corner a would-be
passenger must wait, whilst another patron a block further on,
who arrived later, on account of somebody getting off, will be
served first. All these little intricacies which appear trivial when
not in force, are exceedingly aggravating in practice and to Cana-
dians or Americans, who arc constitutionally in a hurry, become in-
tolerable. Consequently we are forced to the following conclusions:
1. That congestion at rush hours cannot be avoided.
2. That it may be possible to relieve the crush by the addition of
a reasonable number of cars to a limit where speed must not be
sacrificed.
3. That with a view to further increasing the ma.ximum number
of cars that may be run without loss of time, most cities should
consider the advisability of increasing the speed and giving clearer
right of way to allow space for more cars and thereby aflford
greater and better accommodation to the public.
4. We are inclined to think that when the London business man,
whether riding in a hansom or seated on the wet or dry top of an
omnibus will be able to ride directly to his office in the business
center, without having to worry about the blockade that he is
treated to daily; when the Parisian count or citizen may be able to
drive from the Opera to the Louvre on a busy afternoon, a dis-
tance of a quarter of a mile, without going ten blocks out of his
way; when the devout church goer or the impassioned theater
patron can attend service or play without having to share in the
final disagreeable crush which is an integral part of all such meet-
ings; when the camel will go easily through the eye of the needle
without ruffling its silken sides ; when a large city and a madden-
ing throng will cease to be synonymous, then may it be that the
"No seat, no fare missionary," the "Car passenger rights association
crusaders" and a small percentage of street car patrons who live
eternally in the winter of discontent, may realize their very im-
probable dreams and then we may all rejoice that the rush liour
crush and congestion will have totally disappeared.
*->-*■ •
Allis-Chaliiiers Appointments.
Mr. A. O. Stranahan has been appointed manager of the power
department of the Allis-Chalmers Co., Milwaukee, and will have
charge of the sales of reciprocating engines, gas engines, and steam
turbines. Mr. Stranahan has been, for the past three or four years,
in charge of the engine business of the British Westinghouse Electric
and Manufacturing Co., and in that work has met with marked suc-
cess, lie has given much attention to gas engine developments, par-
ticularly with regard to producer and blast furnace gas develop-
ments which are very much farther advanced in Europe than in the
United States.
Mr. H. Schifflin has recently been made assistant manager of
the mining and crushing machinery department of the company, witli
headquarters in the New York Life Building, Chicago. Mr. Schif-
flin has been in the employ of the Allis-Chalmers Co. or some of its
constituent companies continuously during the last 18 years.
Mr. W. L. Loveland, the newly appointed head of the Mining and
Crushing Machinery Department of the Allis-Chalmers Company,
is widely kno^vn among mining men, and few men have the good
fortune to be so well liked. He has at conunand all the benefits
which come from both a technical and practical training, and his
acquaintance extends from city men to those who operate plants in
the wilds of the mining countries.
Mr. J. U. Jones of Dallas, Texas, one of the best known salesmen
in the southwest, has joined the staff of the Allis-Chalmers Co.
of Milwaukee, and will hereafter represent the company and its
widely varied products in Texas and its tributary territory.
a slight gap at Atlantic Ave., substantially completed from the
terminus in East Boston to Washington St. in Boston proper, and on
July i6th of that year the Governor of Massachusetts accompanied
by members of the Commission and others walked through the tun-
nel from Maverick square to the Old State House. Since that time
the completion of section B, section C, section E (the Old State
House section), and section F (Court St.), has been effected. The
tunnel, which is double-tracked, is 1.4 miles in length, of which 2,700
ft. is under the harbor waters. The tunnel was built by the city of
Boston, which has leased it for 25 years, dating from 1897, to the
Boston Elevated Railway Co. Mr. H. A. Carson was chief engineer,
and the members of the Boston Transit Commission are : George G.
Crocker, Charles H. Dalton, Thomas J. Gargan, George F. Swain
and Horace G. Allen.
♦-►-•
Chimney vs. Mechanical Draft.
-•V chimney with natural draft will have a draft dependent upon its
height, the power of which will not vary,, except upon the rise or
fall of the internal temperature. It has, therefore, no sucking power;
in fact, the term suction in this connection is a falacy. The chim-
ney acts because the external air is heavier than the internal, and
thus presses into the chimney by the only available opening, viz.,
that at the bottom, the furnace front. The pressure or intensity
of the draft fixes the amount of fuel it is possible to burn on a
given area of grate. It therefore becomes necessary, when it is de-
sired to increase the steaming capacity of a boiler by increasing its
coal consumption, to increase the intensity of the draft, and the
only way in chimney draft is to increase the temperature of the
gases passing up it, or increase the height of the chimney. The
first method, of course, means a large amount of waste, and is a very
uneconomical arrangement ; the second is expensive and unusual.
.\ chimney stack 150 ft. high will burn from 15 lb. to 20 lb. of coal
per sq. ft. of grate area per hour under normal conditions, but in
wet or foggy weather it will be very much less than this, as the
wet air is lighter than the dry, and thus produces less pressure at
the furnace (the weight of water vapour is about half that of air).
A fair average of temperature in the furnace is 2,400° F., and that
of the escaping gases at the chimney, without economizers, Goo° F.
This means that one-quarter of the total heat generated js sent up
the chimney to waste. Thus, on a 2,000 h. p. plant, almost 500 h. p.
is going up the chimney per hour, and the coal bill necessary to sus-
tain this will come to a big figure in the year.
It is not the author's contention, but it has become a well ascer-
tained fact, that it is cheaper and better in every way to provide
the necessary supply of air for burning fuel in steam boilers by
mechanical means, and to take as much heat out of the hot gases
after they have ceased to be in contact with the boiler itself before
they are turned out into the atmosphere, than to do it in the older
way by utilizing a portion of the heat generated to create the neces-
sary supply of air. This is the primary reason for using a mechani-
cal means of moving the air. The heat previously necessary to create
the draft by means of a chimney may now be employed usefully in
iither directions. — The Engineering Review (London).
Opening of East Boston Tunnel.
The submarine tunnel connecting Boston and East Boston, which
was begun in May, igoo, has been completed and on Dec. 30, 1903,
was opened to the public and dedicated to its use without formality.
.-Vt the date of the annual report of the Boston Transit Commission
for the year ended June 30, 1903, it had been, with the exception of
Nahant & Lynn Street Railway Co.
The selectmen of the town of Nahant, Mass., have granted a
franchise for the location of a street railway connecting Lynn and
Nahant. This line will be about four miles long. The bulk of the
travel will be in the summer months, Nahant being a summer resort.
It is expected that by means of transfer system with the Boston &
Northern for which amicable arrangements are thought will be
made, that the trade will be largely increased by travel from
Swampscott, Saugus, Peabody, Salem, Wakefield, Revere and Bos-
ton. It is estimated that ^^4 of a million passengers will be car-
ried the first year, entirely superseding all other modes of trans-
portation. The accommodation in the past has been by the old
fashioned barge lines.
The organization of the new company, which is called the Nahant
& Lynn Street Railway Co., has been brought about by Walter H.
Southwick, 38 Exchange St., Lynn, Mass., who is now working
on the details of cost of construction and equipment.
The franchise has not as yet been accepted, but it is thought
likely that it will be, and that efl^orts will be made to have the cars
in operation by June i, 1905.
The New Terminal Station of the Indianapolis Traction &
Terminal (]o.
It is not rcali/.cd by lliu public in ycnural, nor pcrliaps even by
Ibnsc most iiilercslcd in elcclric railways, tbat the scene of most
active development in tliis field has in the recent past been moving
westward and is nmv in Imliana. Indianapolis, the capital of that
state, is now one of the great internrban electric railway centers, and
the roads now operated by the seven companies having that city for
a lerminiis aggregate 515.8 miles. Connecting with two of these
seven roads are the lines of five otlicr internrban companies, with
an aggregate of 173.3 miles of track in operation, bringing the total
of electric railway systems over which throngh cars might be run
to Indianapolis np to 669.1 miles. Large as these figures now appear,
ihey will soon be increased by the completion of the Indianapolis &
Cincinnati Traction Co.'s line from Rushville to Cincinnati and the
building between Plainfield and Brazil of a line which will complete
an electric railway between Indianapolis and Terre Haute.
A staleniont in detail of the lines in operation is as follows:
Company. Miles.
I. Indiana Traction Co ■. 206.0
Connecting with —
Fort Wayne & Wabash Valley Traction Co 78.2
Indiana Northern Traction Co 20.0
Kolsomo, Marion & Western T raction Co 9.5
Muncie, Hartford & Ft. Wayne Railway Co 41,8
_>. Indianapolis & Eastern Railway Co 63.0
Connecting with —
Richmond Street & Internrban Ry. Co ig.3
Dayton & Western Traction Co. (in Indiana) 4.5
3. Indianapolis & Cincinnati Traction Co. :
.Shclbyville Division 29.0
Rushville Division (to be opened January)
4. Indianapolis, Columbus & Southern Traction Co 41.5
5. Indianapolis & Martinsville Rapid Transit Co 30,0
6. Indianapolis Coal Traction Co. (Plainfield Line) 14.0
7. Indianapolis & Northwestern Traction Co 92.3
Total 689.1
Of which Indianapolis is the terminal of 515.8 miles.
One of the great points of advantage which electric internrban
roads have had in coinpeting with the older steam lines for local
passenger traffic has been the fact tbat in the cities the electric rail-
ways traverse the principal business streets, making it possible for
patrons to board the cars at the points most convenient for them.
The multiplication of internrban lines entering the principal inter-
nrban centers made it desirable to facilitate interchange of traffic
between the different companies by having a common meeting place
for cars at some central point near which could be located a waiting
station for passengers. Naturally this resulted in providing a loop
in the down-town district for the use of all electric lines entering
the city, a plan more convenient than for each company to have its
own terminal, but one which was susceptible of great improvement.
The next .step was to provide a station into which cars could be run
so that passengers taking them could be protected in inclement
weather.
The erection of a terminal station for the electric railways enter-
ing Indianapolis was the idea of Mr. Hugh J. McGowan, then pres-
ident of the Indianapolis Street Railway Co. and now of its lessee,
llio Indianapolis Traction & Terminal Co., and he was not content
until the plan had been brought to successful completion in a most
adinirably designed union station — the first to furnish adequate facil-
ities for internrban passengers and the only building of its kind that
can be compared in size, in architectural appearance, or in complete-
ness of appointment, with the terminal buildings provided by the
steam railroads of the country. This building, erected at a cost of
nearly a million dollars, is a monument not onlv to the business
sagacity of Mr, McGowan, but to his public spirit as well, for the
concentration of electric railway interests which this building makes
possible and desirable is already seen to have had its cfTcct in pro-
moting their further rapid development, with conse(|uent increased
prosperity for the city and state.
The railway terminal was only one feature of Mr. McGowan's
I<lan. With the station proper was to be a modern office structure
to be designed with the avowed purpose of making the building the
business center of the electrical industry in the central west.
Similarly the terminal station is only one, though the latest to be
consummated, of the many plans proposed by Mr. McGowan for the
CENER.\L VIEW OF BUILDING.
betterment of the electric railway service in Indianapolis, and suc-
cessfully carried out by him since he became the head of the city
system in 1899. In this work Mr. McGowan has been extremely
fortunate in having associated with him the most influential electric
railway financiers and experienced ni^nagers in the country, includ-
ing Messrs. Randal Morgan and Thomas Dolan, of Philadelphia, and
W. Kesley Shoepf, of Cincinnati, as well as the leading business men
of Indianapolis and Indiana.
Mr. Morgan is probably the most prominent traction man in the
country, being identified with many undertakings of great magni-
tude in this field besides the United Gas & Improvement Co., of
which he is president. Mr. Dolan, Mr. Schoepf. president and gen-
eral manager of the Cincinnati Traction Co. ; Mr. A. W. Brady,
president of the Indiana Union Traction Co., and Mr. James Mur-
dock, president of the Merchants National Bank, La Fayette ; are
others of commanding position who are members of the directory of
the Traction & Terminal Company. Mr. Morgan, Mr. Dolan, Mr.
McGowan and Mr. Schoepf are closely identified with the Indiana
Union Traction Co. and with the Ft. Wayne & Wabash Valley Trac-
tion Co.
34
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
ELEVATION MARKET ST. END OF TRAIN SHED AND WAITING ROOM.
It will be remembered that it was in i8gg that the present man-
agement assumed control of the Indianapolis Street Railway prop-
erty. At that time there was a very bitter fight between the old
Citizens Street Ry. and the city regarding the renewal of the fran-
chise, the right of the company to charge S-cent fares, and the
transfer privileges that should be extended. The hostile public sen-
timent which had been engendered by this controversy resulted in the
passage by the legislature of a 3-cent fare law, a law authorizing a
competing company, and also a law requiring the old company to sell
its property at the expiration of its franchise. When the new man-
agement took charge, the first thing necessary to insure the financial
stability of the property was to secure the repeal of the acts im-
posing a 3-cent fare and authorizing local competition and also to
get a law giving the company permission to contract with the city
for a new franchise. All this was carried through successfully and
enabled the company to undertake the needed improvements witli
prospect of financial success. There were at that time a number of
.interurban lines entering the city, and others proposed, .and the ques-
tion of how these lines should bring their cars into the busniess dis-
trict of the city was seen to be one that would require careful con-
sideration in order to provide for the needs of the future. This
matter was taken up and Aug. 4, 1902, the Indianapolis Traction &
Terminal Co. was chartered. Contracts had been made the preced-
ing year between the Board of Public Works and three of the inter-
urban lines entering the city, by which the latter were given lliv
right to operate over the lines of the Indianapolis Street Railway
Co., subject, of course, to a satisfactory agreement with that company
being made. Contracts were made between the city company and
the interurbans and having in view the erection of a union station,
provision for this was made.
The principal features of this contract are permission to use the
city tracks necessary to reach the down town district, and to use
sections of dead track for unloading express and freight; the local
company to furnish power for the interurban cars and keep the track
and overhead lines in repair; the number of interurban cars to be
brought into the city to be fixed by the local company and not to be
01
nv,T,„e i ; Batrf
-I J
I
in
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ID
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Cv^fiAMi'' fi'/fofisffn'
CO^^/TA'f fJW£'^T'^
ILLINOIS
ST.
PLAN OF INDIANAPOLIS TRACTION & TERMINAL CO's. NEW STATION AND ADJACENT TRACKS.
Jan. 15, 1905.]
STREET RAILWAY REVIEW.
:{.s
greater tlian one every 30 iiiiiuilcs orflinarily, ami on special occa-
.sions a car every 15 iiiiiuiles, with permission to run oiit-goinK trijis
at intervals of 10 niiniik-s, if necessary to return passengers lirouglit
into the city; the nuniher of round trips of exclusively freight and
express cars is limited to five per day.
Each inlerurbaii company may bring into the city under its contract
only cars operated by it and its successors. Transfers are not per-
mitted between the interurban and the local cars. Statements of
Miiineys due under the contract are made weekly and the account
settled monthly. The account of passenger fares is kept upon reg-
isters in the interurban cars, the expense of installing the registers
being equally divided between the two companies. An interesting
Illinois St., and Capitol Ave., also the entire northeast quarter '<i
this block, excepting a lot fronting 120 ft. on Ohio St. and gj'/j
ft. on Illinois St., and also secured 25 ft. off of the cast side of the
southwest quarter. This block is cut from east to west by a 30-fl
street known as Waliash St., and from north to south by a is-fl
alley. The company secured from the city a vacation of this alley,
so that it has in effect a rectangle 420x425 ft., with the exception of
lots at diagonally opposite corners; one of these, as mentioned, is
120x971/2 ft. and the other lot not owned by the company is i8ox
I9S ft.
The office building occnpics the southeastern corner of the terminal
property and is 163 ft. 8 in. long by 08 ft. wide and nine stories in
TRAIN SHEU AND OFFICE BUU-UINC — INDIANAPOLIS TRACTION & TERMINAL CO.
provision of the interurban contract is that in event of the limits of
the city being extended to take in a part of the tracks built by the
interurban company, the latter agrees to sell to the Traction & Ter-
minal company the tracks included within the corporate limits, ex-
clusive of any franchise valuation, at a price to be agreed upon, or
failing that to be determined by action in the Marion Circuit Court.
Plans for the interurban terminal station were first considered by
the Indianapolis Street Railway Co. in the spring of 1902. Ground
was broken in 1903, and, while the office building was completed in
August last, the station was first opened for traffic on Monday, Sept.
12, 1904, the beginning of State Fair week.
The site chosen is an admirable one, being one block west of
the "Circle," which is the geographical center of the city, and one
block east of the State Capitol ; it is one block north of Washington
.'^t., the main business street.
The company secured the entire southeast quarter and the entire
northwest quarter of the block bounded by Ohio St., Market St.,
height. The framework is of steel, with tile fireproofing wall and
floor foundations.
The building is designed in the Byzantine style of architecture and
is very pleasing in appearance. The two lower stories are done in
Bedford stone, with an imposing main entrance handsomely carved.
Above the second story the exterior walls are of buff speckled brick
with molded brick jambs, terra cotta window sills and at the top is
a well designed cornice done in terra cotta.
The ground floor is finished in marble, and above this the hallways
are wainscoted with marble and the floors laid with marble tiling.
The elevator enclosure is an ornamental design executed in iron with
Bower-Barff finish to correspond with the balustrades, hardware and
electric light fixtures. Floors in the offices are of hardwood and the
other woodwork is solid San Domingo mahogany. Fireproof vaults
are placed in each suite of offices; also wash basins and mahogany
coat closets. On the ground floor the hallway, with entrance to the
three elevators which serve the building, is in the center. North of
36
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
\V.\ITINC PLATFORM — E.MTS TO TRAIN SHED AT LEFT — EXIT TO OFFICE BUILDING AT RIGHT.
the elevator lobby are three storerooms fronting on Illinois St. and
abutting on the station platform, in the south end of the building are
two storerooms extending from Illinois St. to the station platform
and three short rooms fronting on Market St. One of these is at the
corner and also fronts on Illinois St.
The office for the sale of interurban car tickets is just in the rear
of the elevators, and on the right hand as one passes to the waiting
room from the Illinois St. side of the building. .\ basement extends
under the entire building; the greater portion of this is in one room,
and admirably suited for a cafe, for which purpose it will probably
be used. With the object of providing a suitable entrance for a cafe
in this location, the south building line was moved back lo ft., leaving
ample room for an entrance to the basement from the sidewalk.
.At the north end of the basement is placed the power plant for the
buiUiing, Three elevators will be operated, and the design provides
ness without having to climb stairs in an office building. The tenants
are for the most part life insurance companies, railway passenger
and freight agents, engineering firms, bridge companies, dealers in
railway supplies and the several electric railway companies having
offices in the city. The companies using the station for terminal
purposes have already been specified. Those now having offices in
the building are the Indianapolis Traction & Terminal Co., which
together with the Indiana Co. occupies the entire top floor; the Coal
Traction Co. (operating the Indianapolis & Plainfield Electric R. R.),
and the Indianapolis & Cincinnati Traction Co.
Just west of the office building is a waiting station. This is a
platform at the sidewalk level and is 37 J^ ft. wide and 164 ft. long.
It is covered by a roof with skylight, and in the basement below are
the waiting rooms. The main waiting room is reached by two
stairways from the platform above and is provided with settees. .M
TRACK CONSTRUCTION FOR OHIO ST. AND CAPITOL AVE., INDIANAPOLIS TRACTION S: TERMINAL CO.
for the installation here of a lighting plant and a water purifying
and refrigerating system.
Fronting as it does on three streets and overlooking the one-story
waiting room, the building is well lighted from all four sides and
contains no dark rooms. It is the intention to make this building as
attractive as possible to tenants, and electric light as well as heat and
janitor service is furnished. Iced water is provided in all the cor-
ridors. Elevators are operated both day and night, something that
is unusual even in the best appointed modern office buildings in the
largest cities. The 24-hour elevator service, it is expected, will be
found of great advantage to men traveling out of Indianapolis or
having branch offices in near-by territory to which they must make
frequent trips. The idea is that persons visiting Indianapolis can
avail themselves of the interurban lines and save a great deal of
time by making appointments in the evening and can attend to busi-
one end is a room for women, and adjoining this a toilet' room and
lavatory. At the opposite end is a smoking room and lavatory and
toilet room for men.
Coal is conveniently unloaded into the basement through the hatch-
ways indicated on the ground phn. .A.shes are removed by means
of an elevator of the usual sidewalk design, which will lift the ashes
so that they can be dumped into cars run onto the first track.
The train shed extends from the waiting platform to the west
property line of the company and is 133 ft. 9 in. wide inside. It is
somewhat longer than the office building. The plan view shows this
arrangement of the nine tracks, which have been provided in the
train shed and also the leads to the Ohio, Market and Illinoi.s St.
tracks, which together with those in Capitol Ave. constitute the ap-
proaches to the station. The train shed is lighted at night by 15
arc lamps.
Jan. 15, 1905.I
STRKRT RAILWAY RF.VIEW.
37
Tlic lr,u-l< work nn ihc Icniiijial lunp aiul in llic train shed is all
new, am! for this there has hecii used a 7-iii. T-rail with head 2}^
111. vviilo and vvc-h 9-16 in. thick. These rails are in (jo and 62-ft.
Ii'nglhs. I Ills rail, with a web J4 i"- thicker than is found in the
ii.>.ual section, was adopted to avoid failure of tlic rail by bending of
the web, a condition thai has been met with in some of the 9 in
girder rails used by tlie company.
Within the liinils of the station building and ground.s the tracks
are laid n)i 6 in. .x 8 in. x 7-ft. ties, spaced 24 in. between centers
wilh (;r:i\il l.,ill;i-il {■xleiidiiiL,' ''i in. below tlic tics. In the train shed
a cement concrete flooring is used.
In the street the rails are sup-
ported on concrete beams, as
shown in the perspective view of
I be Iraik section. The concrete
Iieams arc 18 in. deep and 22 in,
jja^. ^^^H wide, the concrete coming tip
■* ' about 2!-> in. above the base of the
rail. Wooden ties are spaced at
intervals of 12 feet. It has been
found that with the heavy cars it
^ is quite as important to hold the
rail down as to hold it up, and to
prevent lifting two anchors are
placed on the rail between adja-
cent ties. In the illustrations these
luc.u J. M COWAN. anchors are shown, consisting of
brace tie plates from which is
hung a plate by two bolts. In the greater part of the new work the
anchor consists, instead of solid plates, of 3-in. cast washers sus-
pended by yi-'m. bolts 10 in. long, two bolts at each brace tie plate.
Ill lliis track the rails are connected by continuous rail joints and
bonded with two No. 0000 "Protected" bonds.
The architects for the building were D. H. Burnham & Co., of
Chicago, and the construction was carried on by the Indiana Co., of
New Jersey, which is the construction company organized to carry
out the work of the Indianapolis Traction & Terminal Co. Mr. H.
I!. Peck is vice-president and active head of the Indiana Co.
At each end of the train shed some form of mechanically operated
gates will be installed; these as well as the switches will be con-
trolled from a tower. There are now in place a pair of pneumatically
operated gates made by the Buda Foundry & Manufacturing Co., a
lype that wiil probably be adopted.
There is published regularly a 12-page folder containing the official
time tables of the interurban electric lines diverging from Indian-
apolis, which folder shows a total of 294 regular cars per day entering
or leaving the station.
Indiana Union Traction Co.— Out. In
Muncie Division 18 iS
Logansport and Peru Division 18 iS
Indianapolis, Columbus & Southern 18 18
Indianapolis-Plainfield 17 17
Indianapolis-Shelbyville 19 19
Indianapolis & Northwestern 23 21
Indianapolis & Martinsville 17 17
Indianapolis & Eastern l8 18
148 146
The revenue of the Traction & Terminal company from the station
proper consists of one cent for each incoming or outgoing passenger
on the interurban lines.
In 1903 the number of passengers carried over the tracks of the
Indianapolis Street Railway Co. in interurban cars was 2,347,936.
The total number that will be carried in 1904 is estimated at 3,500,-
000. This estimate is based on the traffic for 1903, taking into ac-
count the natural increase that is to be expected and the fact that
a number of lines now entering the city were only in operation for
a few months of 1903. As the cost of the land and the building for
this station was between $900,000 and $1,000,000, it is evident that
within a very short time the revenue from interurban passengers will
be sufficient to pay all of the fixed charges, leaving the excess of rent
over the operating charges of the office building as profit on the in-
vestment.
The directors of the Indianapolis Traction & Terminal Co. are
lliiRh J. McGowan, president; H. P. Wasson, first vice-president;
John Appel, second vice-president; W. Keslcy Sclioepf and Arthur
W. Brady. William I". Milholland is secretary and treasurer. The
executive committee consists of W. Kcslcy Schoepf, chairman; Hugh
J. McGowan and John Appel. The finance committee comprises
Randal Morgan of Philadelphia, chairman; W. Kcsley Schoepf, itugli
J. McGowan and .•\rlliur W. Brady. The directors of the Indian-
I.lBERTY BELL AT TRACTION AND TEKMI:
-1 VII'iN, NOV.
1904.
apolis Street Railway Co. are Admiral George Brown, president;
Dr. Henry Jameson, vice-president; James Murdock, Marry S. New,
Marshall Morgan, J. A. Lemckc and II. B. Hibben.
(Canadian Street Railway Association.
1 he first meeting of the Canadian Street Railway A.ssociation was
held at the Windsor Hotel, Montreal, December 20th. Mr. W. G.
Ross was chosen temporary chairman, and the meeting proceeded to
the consideration of constitution and by-laws for the association.
After thorough discussion this subject was postponed until the fol-
lowing day for final revision and approval.
The fees from Dec. 20th, 1904, to June ist, 1905, were fixed at
$50 per member. .\l the afternoon session Mr. E. A. Evans, Man-
ager of the Quebec Railway Light & Power Co., presented a paper
on "Plandling of Express by Electric Suburban Railways." After
discussion of this subject there was a general discussion on "Trans-
portation of Mail and Letter-Carriers," and on the "Use and Abuse
of Passes." In the evening delegates attended a dinner, at the St.
James Club, given by the Montreal Street Railway Co.
On the second day the constitution and by-laws were adopted, in
the form printed herewith.
The chairman next introduced Mr. W. B. Brockway, acting secre-
tary of the Street Railway Accountants' .Association, and Mr. Elmer
M. White, who since that meeting has been chosen secretary of the
Accountants' Association, both of whom addressed the meeting.
Mr. D. McDonald, manager of the Montreal Street Railway Co.,
then read a paper on "Relieving Congested Traffic at Rush Hours."
The association then proceeded to the election of officers, which
resulted as follows :
President, W. G. Ross, managing director Montreal Street Rail-
way Co., Montreal.
Vice-President, W'. H. Moore, assistant to the president Toronto
Railway Co.
Secretary-Treasurer, .\. Royce, vice-president of the Toronto Sub-
urban Railway Co.
Executive Committee, The President and Vice-President, and C
E. A. Carr, general manager London Street Railway; E. A. Evans,
manager Quebec Railway, Light & Power Co.; D. McDonald, man-
ager Montreal Street Railway Co.
Attorney, Col. H. H. McLean, St John Ry.
Those participating in the first meeting of the Canadian Street
38
STREET RAILWAY klAll-AV.
[Vol. XV, No. i.
Railway Association were: W. G. Ross, D. McDonald, R. M. Ilan-
naford. Nelson Graburn, D. E. Blair, P. Dubec, II. E. Smith, Mon-
treal; H. n. McLean, M. Neilson, W. Z. Earle, St. John; E. A.
Evans, Quebec; A. Royce, W. H. Moore, R. J. Fleming, Toronto;
C. E. A. Carr, London; Dr. S. Hitter Ickcs, Brantford.
CONSTITUTION.
I. NAME— The name of the association shall be the Canadian Street
Railway Association and its office shall be at the place where the sec-
rt'tary-lroasurer resides.
II. OBJECT— The object of this association shall be the acquisition
of experimental, statistical, and scientific knowledge, relating to the
construction, equipment and operation of street railways, and the
diffusion of this knowledge among the members of this association.
with the view of increasing the accommodation of passengers, improv-
ing the service and reducing its cost; and the encouragment of cordial
and friendly relations between the roads and the public.
III. MEMBERS— The members of the association shall consist of
street railway companies in the Dominion of Canada, and each mem-
ber shall be entitled to one vote by a delegation presenting proper
credentials.
IV. AMENDMENT— This constitution may be amended by a two-
thirds vote of all the active members of the association, present or
represented by proxy, at any regular meeting or properly called special
meeting, after the proposed amendment shall have been submitted in
writing to each active member of the association thirty days prior to
the date of the meeting when the proposed amendment is to be acted
upon.
BY LAWS.
I. APPLICANTS— Every applicant tor membership shall signify the
same in writing to the secretary-treasurer, and if elected, shall pay
the requisite fee and assessment.
II. OFFICERS— The ofBcers shall consist of a president, a vice-
president and a secretary-treasurer. There shall al-so be an executive
committee, composed of tlie president, vice-president and three mem-
bers, three of whom shall constitute a quorum. The otncers and mem-
bers of the executive committee shall be elected by ballot, at each an-
nual general meeting of the association, and shall hold ofHce until
their successors shall be elected. They shall have the entire charge
and management of the affairs of the association.
in. DUTIES OF OFFICERS— The officers of the association shall
assume their duties immediately after the close of the meeting at
which they are elected.
IV. PRESIDENT— The president, if present, or in his absence, the
vice-president, or in the absence of both, a member of the executive
committee, shall preside at all meetings of the association.
V. SECRETARY-TREASURER— The duties of the secretary-treas-
urer shall be to take minutes of all proceedings of the association and
of the executive committee, and enter them in proper books for the
purpose. He shall conduct the correspondence of the association, read
the minutes and notices of all the meetings and also papers and com-
munications, if the authors wish it. He shall receive and safely keep
all moneys of the as-sociation, keep correct account of the same, and
pay all bills approved by the executive committee; and make an an-
nual report to be submitted to the association, and if required, shall
give a bond to the president in such sum and with such sureties as
shall be approved by the executive committee, and perform whatever
duties may ba required in the constitution and by-laws appertaining to
his department. He shall be paid a salary to be fixed by the executive
committee. Each member of the association shall furnish annually to
the secretary a list of its ofHcers and directors, and such other infor-
mation as may be desired from time to time by the executive commit-
tee and the secretary shall keep a record of the same.
VI. MEETINGS— The annual general meeting of the association
shall be held in the first week in June, and quarterly meetings shall
be held in the first week in the months of September, December and
March in each year, and at such hour and place as shall be desig-
nated by the executive committee. Notice of everv meeting shall be
given by the secretary-treasurer to each member. Five members shall
constitute a quorum of any meeting. Every company which is a mem-
ber of this association shall be entitled to be represented at all meet-
ings of the association by the officers and directors of this company,
all of whom shall be eligible to be elected officers of this association,
provided, however, that on all votes each company shall only be en-
titled to one vote.
VIL ORDER OP BUSINESS— At the annual general meeting of the
association, the order of business shall be:
1. The reading of the minutes of the last meeting.
2. The address of the president.
3. The report of the executive committee on the management of the
association.
4. The report of the secretary-treasurer.
5. Reports of special committees.
6. The reading and discussion of papers, of which notice has been
given to the secretary-treasurer at least twenty days prior to the
meeting.
7. General business.
8. The election of oflScers.
Vin. ORDER OF BUSINESS— At the quarterly meeting of the asso-
ciation, the order of business shall be the same, except as to 2nd, 4th
and Sth clauses.
IX. NOTICES— The secretary-treasurer shall send notices to all
members of the association at least ten days before each regular
meeting, mentioning the papers to be read, and any special business to
be brought before the meeting.
X. MEETINGS OF EXECUTIVE COMMITTEE— The executive
committee shall meet at least one hour before each meeting of the
association; and. on other occasions, when the president shall deem
It necessary, upon reasonable notice.
XI. VOTING— All votes, except as herein otherwise provided, shall
be viva voce; and in case of a tie, the presiding officer may vote.
XII. READING OF PAPERS— All papers, except reports of commit-
tees, must be approved by the executive committee before being read
to the association.
XIII. PAPERS, DRAWINGS AND MODELS— All papers, drawings
and models, submitted to the meetings of the association shall remain
the property of the owners; subject, however, to be retained by the
executive committee for examination and use, but at the owner's risk.
XIV. FEES— In consideration of the benefits and mutual protection
which the association gives to each corporation in membership, each
corporation binds Itself and agrees to pay Into the treasury of the as-
sociation an annual fee of one hundred dollars, and such special as-
sessment or assessments as the executive committee, upon approval of
the association, may, from time to time determine.
Assessments in addition to the annual assessment may be levied,
from time to time, as the necessity may arise, upon recommendation
of the executive committee and the approval of the association, and
shall be levied pro rata upon the corporations forming the association
in such proportion as the gross earnings arising from the operation of
Its street and electric railway systems reported in preceding fiscal
year's annual report of each corporation bear to the whole amount.
Appeals may be made to the executive committee on account of spe-
cial considerations, such committee to have full power.
The annual fee is payable on the first day of July In each year,
and all special assessments are due and payable within thirty days
after tiiey are levied.
XV. ARREARS — No member whose annual dues or assessments
shall be in arrears shall be entitled to vote.
XVI. ELECTION— All applications for membership shall first be
submitted to the executive committee and if approved by a unani-
mous vote, shall be ballotted for at the next quarterly meeting, and
shall upon a majority vote be elected to membership.
XVII. WITHDRAWAL— Any member may retire from membership
by giving a written notice to that effect to the secretary-treasurer, and
the pa^■ment of all annual dues and assessments to that date; but shall
remain a member, and liable to the payment of such annual dues and
assessments, till such payments are made, except as hereinafter pro-
vided.
XVIIf. EXPULSION— A member may be expelled from the associa-
tion by ballot of three-fourths of the members voting, at any reguiai'
meeting of the association, upon the recommendation of the executive
committee.
XIX. AMENDMENTS— Amendments to the by-laws shall be laid
before the executive committee, who sliall bring them before the next
meeting of the association.
XX. Each member of the association shall be furnished by the sec-
retary-treasurer with a copy of the constitution and by-laws of the
association and also a list of the names and addresses of the members.
Interchange of Freight Between Steam and
Electric Roads.
Decision of the New York Supreme Court Further
Affirming the Kij;ht of an Electric Railway
to Interchange Freight.
."Kt the time of its organization in 1901, the Hudson Valley Railway
Co., of Glens Falls, N. Y., -was engaged in litigation to secure physi-
cal connection with steam railroads and recognition of its right
to interchange freight witli them, proceedings having been instituted
by the Stillwater & Mechanicville Street Railway Co. (one of its
constituent companies) to obtain an order permitting it to unite and
connect the tracks of its railroad with those of the Boston & Maine
Railroad Co. The decision in this matter by the Supreme Court
was in favor of the electric road, but this was reversed by the appel-
late division of the Supreme Court; the case was carried to the
Court of Appeals, however, which rendered its decision June 27,
1902, reversing the appellate division and affirming the original de-
cision. The opinion of the Court of Appeals was published in full
in the "Review" for July, 1902, at page 419.
Following this litigation the physical connection contended for was
effected and the company for two years enjoyed the benefits follow-
ing such union of the two systems, which rendered it practicable
and convenient to exchange freight. After that time, however, tlic
Delaware & Hudson Co. reached the conclusion that the decision
of the Court of Appeals merely entitled the electric line to physical
connection of its tracks without the right to interchange cars and
refused to deliver to the electric road cars from other railroads con-
signed via the Hudson Valley Railway. The Boston & Maine was in-
duced to take the same position and annulled the agreement that
had been made between it and the Hudson Valley Railway Co. and
refused to operate under contracts then in force. The Hudson Val-
ley company immediately began action against the Delaware & Hud-
son Co. and the Boston & Maine R. R., and secured injunctions;
the motion to continue the temporary injunction was argued in No-
vember last at a special term of the Supreme Court. Justice John
M. Kellogg has just made his ruling on the motion, which is against
the steam railroads. Below are given extracts from the opinion cov-
ering the principal features of the case:
"The defendant plants itself upon the ground that its cars arc
its properly and it has the right to control them in its own way,
and that it cannot be compelled to carry the cars of other companies
upon its lines except by contract. It overlooks the broad proposition
that a railroad is of a semi-public nature and assumes somewhat the
form of a public utility; that while the stockholder views it as
operated for his benefit, the public views it as being maintained also
for the convenience of the people, the transaction of the people's busi-
ness and means of commerce. It is a common carrier of freight and
property, a highway, as it were, for the transaction of the business
.I\N, 15. I'-pS.
STREET RAILWAY REVIEW.
39
ot tlic public according lo such reasonable rules and regulations
as the company may establish and which are not against public
policy. The owner, by putting his private properly into the track and
the cars upon it, has lost some of the absolute and independent con-
trol which he had over his property by dedicating it to this public
use, and his profit and interest, and the demands of public commerce
and public business, arc the rules whicli must govern the use and
operation of the properly. The defendant contends that it has not
refused I" receive or deliver freight, but that it only refused to
icceivc or deliver the vehicle in which freight is contained. Rut
whether tlie refusal of the vehicle is a refusal of the freight de-
pends to a great extent upon the nature of the freight, the packages
in which it is contained and the manner in which that class of
freight is usually transported. A carrier cannot require a shipper to
deliver freight in just the form which the carrier though caprice may
require, but must receive the freight in the way and manner in
wliich it is usually shipped and generally forwarded. We can sec
that the refusal to receive or deliver an oil tank car containing oil
is practically a refusal of the oil. The same is true of coal and
grain and other merchandise which may be shipped in bulk in a
freight car and containing in no separate package, the car being,
as it were, the package in which the coal or grain is shipped. And
if this bulk is broken, and it is required to be taken in boxes or bins,
the expense of removal to another car and the delay of the rcship-
nicnt would be so great that it would practically destroy the right to
ship. If carloads of freight are usually shipped to their destination
without breaking bulk, competition in all lines of business is so
keen that the shipper who must submit to the delay and expense of
the transfer from car to car at every railroad connection cannot
compete with his competitor who has to suffer no such expense
or delay, and in substance transportation of his freight is denied to
him. When, therefore, a company refuses to receive freight in a car,
which is usually shipped by the carload, and the expense or delay in
llie handling of the freight from one car to another might be such
as practically to destroy the profit in shipping, it in effect and sub-
tance refuses the freight.
"A railroad company, under subdivision seven of section four
of the railroad law, lias power to take and convey persons and prop-
erty on its railroad and receive compensation therefor. Under this
section it does all its business and gets all its earnings. The railroad
law, when it speaks of a railroad carrying property, uses the word
'property' in its broadest sense, and seems to embrace everything
which a railroad may carry except persons. Under this word
'properly' it transfers for hire or otherwise the cars of other rail-
roads, either with or without freight, and may take a new and empty
car from the factory to its road and deliver it to the road for which
it is intended, and its right to receive pay arises from tlie fact that
it is carrying property within the meaning of this statute. Section
twelve of the railroad law requires that railroads which are inter-
sected by another railroad shall receive from each other and forward
to their destination goods, merchandise and other property intended
for points on their respective roads, with the same dispatch as, and
at a rate of freight not exceeding the local tariff rate charged for
similar goods, merchandise and other property, received at or for-
warded from the same point for individuals and other corporations.
"It will be noted that this section does not use the word 'cars' but
requires the forwarding of all merchandise and 'other property.'
'Other property' properly means any property which from its nature
and the condition in wliich it is, is reasonably capable of being trans-
ported over the road.. In my judgment a carload of merchandise
comes within the provisions of this section, either as merchandise,
the car being treated as the package or holder of the merchandise,
and if it is such a package or holder as is usual in the transportation
and carriage of such merchandise, it seems unreasonable and im-
proper for the company to refuse to accept it ; or the car, if we
separate it from the merchandise, well comes within the term
'other property' mentioned in the statute, because it is such property
as is usually transported on a railroad. And if there were doubt
about this position it is somewhat cleared by section 35 of the rail-
road law, which requires a railroad whose road at or near the same
place connects with or is intersected by two or more roads compet-
ing for its business, to fairly and impartially afford to each of such
connecting or intersecting roads equal terms of accommodation,
privileges and facilities in the transportation of cars, passengers, bag-
gage and freight over and upon its road, etc. This section leaves out
the words 'other property' and in place of them uses the words 'cars,
baggage and freight.' By reading the two sections together it may
fairly be inferred that the legislature intended by the general rail-
road law that railroads should interchange cars loaded with freight
and that the intersection provided for by section 12 of that law was
intended for that purpose. And this fact is emphasized by subdi-
vision s of section 4 of the same act, which empowers the roads to
intersect and to build and maintain switches and other conveniences
in furtherance of the objects of its connections. The object of its
connections is to transfer cars from one road to the other. There
can be no other good reason for a connection, and the railroads
having the power to make the connection, and if necessary to con-
demn private property for that purpose, it becomes the duty of
each to exercise the power granted it and use the connection for the
purpose for which it was created. It is apparent, if one railroad
is compelled to transfer freight from one car to another, and per-
haps furnish new receptacles in which to place the freight when it
is in the car in bulk, that it is not being transported with equal
facility or on equal terms with another railroad which transports its
freight in the car in which it was originally placed. This connec-
tion at Stillwater, it is urged by the plaintiff, fairly comes within
section 35 above referred to. And while it is true, as stated by the
defen<lant, that the moving papers do not show that the Delaware &
Hudson and the plaintiff are competing for the business of this
defendant or near that place, the facts are fairly well supplied by
the answering affidavits which show that the connection of the Dela-
ware & Hudson company covers nearly all the territory and points
reached by plaintiffs. It thus appears that the Delaware & Hud-
son and the plaintiff are competing for the business of the defendant
at or near Stillwater and that therefore section 35 requires an inter-
change of cars with substantially the same facility and on equal
terms as granted the Delaware & Hudson at or near that point.
"The defendant's contention that if it has violated section 35 of
the railroad law, the plaintiff's only remedy is an application to the
railroad commissioners for redress is not well taken. That section
authorizes the railroad commissioners to prescribe such rules as will
secure equal enjoyment of equal accommodation and facilities at such
intersections and the terms and conditions upon which interchange of
traffic shall be afforded each road. That section enables any dis-
pute as to the terms and conditions upon which the interchange
can be made to be settled by the railroad commission. It does not
furnish the only remedy where an interchange is absolutely refused
without regard to terms and conditions and where one of the roads
claims that the statute does not require such interchange. This court
may construe the statute and determine the right of an inter-
change. If the parties cannot agree upon the terms and conditions
of the interchange after the right is established by the court, the
railroad commission is competent to fix the terms and conditions.
"The defendant produces affidavits which it contends show that
the plaintiff's road is not in fit condition for freight traffic. This
is probably something of an afterthought, as a refusal to deliver cars
was not put upon that ground, and it does not appear that from
the interchange of cars which previously existed between the
plaintiff and defendant that it was discovered that the cars were in-
jured upon the plaintiff's road in any manner, and it would seem
from the fact that there had been such interchange for some time
and to a considerable extent and that no bad results followed, that
that fact speaks louder than the opinion of experts criticising the
physical condition of the road. We can well understand that the
road is not adapted to freight business or the running of freight
trains at the usual speed and manner, and can well understand that
the running of freight cars through the villages would not be
allowed with the same speed or manner in which it is done on
steam railroads. But there is nothing in the case to show that the
cars have been or will be seriously injured if properly handled upon
the plaintiff's roads and there is no proof in the case showing that
the plaintiff is irresponsible or not able to pay for any damage
which may arise from its carelessness or the improper construction
of its way.
"This is a motion to continue the injunction which was granted
during the pendency of the motion, until the determination of the
action. The question as to whether the defendant must load its cars
with freight to be carried over the plaintff's road can better be de-
termined upon the trial of the action, and in the discretion of the
court it is deemed best not to cover now that situation by an injunc-
40
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
tioii, but there is no reason why during the pendency of the action
the defendant should not receive from the plaintiff for carriage,
freight and freight in cars, or freight trains, where said cars are
standard cars and properly equipped, tendered to it at the connections
referred to, upon its being paid its proper charges in relation thereto.
Neither is there any reason why the defendant should not be re-
quired to deliver to the plaintiff at the several connections such car-
load lots of freight, with the car or such cars as it may receive from
other roads consigned to parties upon the plaintiff's road, where
the cars are consigned and billed by way of the plaintiff's road, and
deliver such carload lots of freight, in car, and freight cars, as may
be consigned to parties upon the plaintiff's road at points of destina-
tion not reached by the defendant's company or by any other con-
necting railroad.
"Either party may apply to the court to fix the terms and condi-
tions upon which the interchange of cars and freight shall be made
in case a dispute arises in any case in which the railroad commission
is not competent to direct. If the order is not agreed upon, it will
be settled upon ten days' notice."
The court reviewed the action brought by Stillwater & Mechanic-
ville Street Railway Co. to secure a physical connection, which de-
cision gives to a street railroad company the same right of con-
nection as a steam railroad company, and said the court has not the
right to force a physical connection that does not carry with it
tTie right to interchange cars. Assuming if an interchange of
cars is impracticable, or not to be had, that a physical connection
cannot be required.
The following memorandum was filed by tlie court with reference
to the Delaware & Hudson Co.:
"The questions in this case, so far as they relate to receiving from
or delivery to plaintiff's road of cars or freight, are disposed of
by the decision in Hudson Valley Railway Co. vs. The Boston &
Maine Railroad Co., at this term of court, and the injunction will
cover the same points and also prevent a removal of the connection
now existing at Lake George and Glens Falls. The connections
formerly existing at South Glens Falls and Saratoga were put in
under special contract for the sole purpose of aiding the plaintiff
in getting rails and material to be used in the construction of its
road and after sucli material was moved were to be removed when-
ever the plaintiff required. This court cannot prevent the removal
or require the restoration of those connections in violation of the
terms of the contract between the parties. This is not a proceeding
to establish a physical connection. It may be that the temporary
physical connection as established is at a place or is different in con-
struction than the parties would require or desire for permanent use.
If the order is not agreed upon it will be settled on ten days' notice."
■*--*■
Electric Tramvvaj' for West Fife.
Ohio Interurban Railway Association.
FROM U. S. CONSUL M CUNN, DUNFERMLINE, SC0TL.\ND.
A company has been formed here by local parties to build an
electric railway through the west of Fifeshire. The promoters have
given notice to the Fife County council, the corporations of Dun-
fermline, Inverkeithing, Cowdenbeath, and Lochgelly of their in-
tention to apply to Parliament in November for provisional orders
to carry out the scheme. The stock will then be floated, and it is
expected the company will begin the construction of the road in the
spring of 1905. The road will be 16 miles in length, and besides
connecting the towns mentioned will ultimately touch the new naval
base, on the Firth of Forth, referred to in my previous annual re-
port. The estimated initial cost is £130,000 ($632,645). The Fife
Electric Power Co., which is now building a power plant here, will
supply the power required for all purposes in the operation of the
tramway system when completed.
♦-•-»
At the ne.xt meeting of the Connecticut legislature franchises will
be presented for electric railways paralleling the New York, New
Haven & Hartford Railroad Go's, line between New Haven and
Putnam, Conn., via Middletown and Willimantic, and between Brad-
ford and East Lyne. The former line will be extended to Boston
and the latter to Providence, R. I. The legislature will also be
asked to grant a charter for an electric line between Broad Brook
and Buckland, via Wapping, to connect with the Hartford, Man-
chester & Rockville Tramway Go's, system at Buckland.
The regular December meeting of the Ohio Interurban Railway
.Association was held at the Hotel McKinley, Canton, Ohio, Thurs-
day, December 29th. The meeting was called to order at 10.30 a. m.
by President Clegg, who introduced Mr. F. J. J. Sloat, chairman
of the Committee on Interline Tickets.
Mr. Sloat stated that he had found wide differences of opinion
among the interurban railway men of the state as to what should
be included in a ticket intended for their use. He had therefore
secured sample forms for a ten-coupon ticket which embodied about
all the features that could be included in such a form, and presented
the sample for discussion, the idea being that after discussion the
undesirable features could be eliminated.
The form submitted is what is known as the "skeleton ticket,"
and is one not favored by railroads because of the opportunity it
offers for manipulation in the hands of scalpers. It was the idea that
after a few weeks' experience had shown the tickets for which there
was a demand, these would be printed, and the need for using the
skeleton avoided.
The ticket form secured by Mr. Sloat was presented to the asso-
ciation and discussed in detail ; the various points decided upon
were :
1. There should be an agent's stub, showing the Form No., Start-
ing Point and Destination, Route and Amount Collected. The Route
is a necessary addition, because some companies can offer more
than one route to a given point. The agent's stub will be at the
bottom of the ticket, so that if a skeleton form having more coupons
than are needed is used, the unused coupons at the bottom may be
detached in one piece, together with the agent's stub. As in some
instances agents will make a daily settlement and report at longer
intervals, it was made optional as to whether a duplicate stub
be provided on the ticket ; with two stubs one would be forwarded
to the auditor with daily collections, and the other retained by the
agent until his report was completed and then turned in; if a second
stub is not needed for reporting it could with advantage be used for
advising the general passenger agent as to sales.
2. The contract section of the ticket should be provided with a
calendar, in which day, month and year can be punched to show
limit.
.^. The passenger should not be required to sign the contract.
4. There should be a stipulation as to the selling company acting
only as agent for other roads over which ticket reads.
5. There should be only one class indicated on the ticket form.
It had been suggested that the regular form might be used for spe-
cial or excursion rates, by punching the ticket second class, but to
this it was objected that a great many mistakes on the part of agents
and conductors would he eliminated by having a different form for
excursion tickets.
6. That the contract should contain a clause making the ticket
void in case of alteration, or the cancellation of more than one date.
7. That the ticket should be on its face limited as to time, 30 days
from date being the limit on regular tickets.
8. That the contract should stipulate that the ticket is subject to
the stop-over regulations of the roads over which it reads and is
subject to exchange for train checks in accordance with such reg-
ulations.
9. That no proof of identity of passenger using the ticket b"
required.
10. That the coupons be void if detached.
11. That the baggage liability be limited to $50 for a full ticket
and $25 for a half-ticket.
12. That the contract stipulate that no agent or employe hns power
to modify the contract in any particular.
13. That the coupons he plainly marked with the name of the
road issuing the ticket.
On the subject of colors there was a wide variety of opinion ex-
pressed. While it was admitted that various colors might be used
to advantage with the purpose of making it easier for ticket agents
to distinguish tickets in the case, or for conductors, or for the audit-
or's clerks, it was considered that it was not wise to adopt a plan
that would encourage employes to rely on the color rather than the
reading matter. ,Mso it was evident were each company to follow
its own color scheme, the extensive use of interline tickets would
Jan. 15, 1905.]
STREET RAILWAY REVIEW.
41
result in tlic overlapping of different systems of colors and the de-
struction of the value of such schemes for distinguisliing tickets.
Acrordiiij;ly it was voted to print one way interline tickets on green
safety paper, and round trip interline tickets on gray safety paper,
half-fare tickets heing distinguished from whole tickets liy printing
on the form the words "half-fare."
The cniilract derideil upon is as follows:
Issued By
TflK LAKE SHORE ELKCIRIC RY.
Good For
One First Class Passage
To
When stamped by Company's agent and presented with coupons at-
tached in accordance with the following conditions:
1st. That in selling this ticket for passage over other lines and
cheeking Iiaggage on it,
The Lake Shore Electric Railway
acts only as agent and is not responsible beyond its own line.
2nd. This ticket is void for passage if any alterations or erasures
are made hereon, or if more than one date is canceled.
3rd. If limited as to time, it must be used to destination before
midnight of the date indicated by punch marks.
4lh. Baggage liability is limited to wearing apparel not to exceed
fifty (50) dollars in value for a whole ticket, and twenty-five (25)
dollars for a half ticket.
5th. It is subject to the stop-over regulations of the lines over
which it reads, and may be exchanged by conductors at any point
for tickets or checks conforming to such regulations.
No agent or employe has power to modify this contract in any
particular.
(Cancellation Calendar for 7 years given on right hand side of this
column.)
Form of Coupon :
Issued By
ITIK L.\K1< SHORE ELECTRIC RY.
Acc't of R. R.
To
On conditions named in contract.
Via
One Passage.
Form — Not Good If Detached.
(Destination shown in column on right band side.)
(Number of ticket shown in left hand column.)
(Agent's Stub, showing form number, number of ticket, rate, route,
original point and destination, next attached.)
For special rate tickets the committee was mstructed to draft a
special contract and report at the next meeting.
Accounting.
.As to the basis of settling with foreign roads it was voted that:
I. Settlements be made upon the basis of sales by the issuing road
and not upon the collections made by the carrying road. By this
means, if a conductor fails to lift the coupon, the road will not lose
the fare. While in practice redemptions of unused tickets will be
made for the most part by the selling company, such redemptions
will be charged against the other road and the amount paid on
account of the original sale, collected back.
2. Settlements be made monthly, the creditor road drawing on the
debtor road for the balance due.
3. The form of report on coupon tickets recommended for use by
the members of the association be that adopted by the Lake Shore
Electric Railway Co. The heading of this form is shown herewith :
Through Baggage.
The subject of "Uniform Checking of Baggage" was not discussed
at this meeting. Mr. E. C. Spring, chairman of the committee having
this in charge, being unable to attend the Canton meeting.
It was stated that the Dayton & Troy Company cheeked baggage
over three roads, using its own checks. In Dayton the express serv-
ice maintained enabled the company to take baggage from residences,
something that but few companies were now able to do.
On the Dayton & Troy, 50 to 60 pieces of baggage per day had
been handled at 25 cents each ; this Mr. Clegg believed was a source
of income worthy of consideration.
Railway Guides.
Representatives of the Central States Guide addressed the meeting
and quoted prices as follows for monthly guides; 100 to 300 at $1.20
each per year; 300 to 500 at $1.10 each per year; 500 and more at
$1.00 each per year.
It was voted that those wishing to take advantage of this offer
communicate with the secretary of the association, so that he could
arrange to get' the best discount available.
Annual Meeting.
Ihe president announced that the next meeting would be at Day-
ton, Ohio, Jan. 26, 1905, this being the annual meeting. A nom-
inating committee, consisting of F. J. J. Sloat, F. W. Coen, Valentine
Winters, F. D. Carpenter and J. L. Bushncll was appointed.
Institute Annual Dinner.
The annual dinner of the .\merican Institute of Electrical Engi-
neers will be given in the ballroom of the Waldorf Astoria, New
York City, on February 8th, and promises to be a most interesting
occasion. A number of pioneers and leaders will be present, an
original menu has been designed, and some novel features will be
introduced ; while the list of speakers includes men of national and
international reputation. The dinner will be served for $5 per cover
without wine or cigars, and as is usual on these occasions, ladies will
be present. The participation of the ladies was a feature that
elicited Mr. Carnegie's enthusiastic commendation at the famous
Institute Library dinner, which he made forever memorable by his
million-dollar gift for the United Engineering Building. Notices
will be sent to the members forthwith, and it is requested that an
early response be made, in order that proper care can be taken of all
applications. Over 400 had to be seated at the Edison dinner last
year, and the attendance in February promises to be equally large.
REPORT OF COUPON TICKETS
Sold over the.
R.R.
during the month of
, 190
N. B. If any tUscrepauuies are found in tbis report, jjlease luaUe no alterations but
advise by letter and corrections will be made in subsequent statement.
FROM
TO
FORMS
Consecutive Nos.
No. Sold
Tbroo^b Rate
Prop'n
AMOUNT
Com. No.
Clos. No.
R. T.
S. T.
1
'* ' ' '
2
:
L.VKE SHORE ELECTRIC RY. FORM OF REPORT.
42
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
""•yf^ ^'-^T- ■
TWEU'E-YARD MIDDLETOWN DUMP CAR.
END ELEVATION, SI.\-VARD MIDDLETOWN DUMP CAR.
Middletown Cars for York, Pa.
The accompanying illustrations show the general views and de-
tails of a si.x-yard dump car and a twelve-yard hopper car, both of
which were built by the Middletown Car Works, of Middletown,
Pa., for the York Street Railway Co. The si.x-yard dump car is
in service hauling limestone and distributing the same on the pikes
over which the railway company has its right of way. This dump
car is used for delivering crushed stone in small amounts from
place to place for the purpose of repairing the road, and in order
to control the distribution of this stone the Middletown Car Works
devised a special controlling mechanism which permits the body
of the car to be tipped to a certain angle and then righted again,
so that any give quantity of material may be deposited at any one
or more places. The half-tone illustration shows this car tipped to
a certain extent, and the end elevation shows the details of the
tipping mechanism. An ordinary type of dump car would discharge
the whole load at one stop instead of being able to dis-
tribute it from point to point.
The twclvc-yard hopper car is used as a ballast car
to distribute broken stone along the line of the York
.Street Railway Co. to such places as it may be required
for ballasting. It will be seen from the end and side
elevations of this car that the hopper is arranged to
discharge between the rails, and, as the slope is 30°, the
stone is promptly discharged with a minimum of labor.
This car is equipped with steel body and truck bolsters
and has proved highly satisfactory in the line of work
for which it was designed.
Tramways at Smyrna.
Mr. Rufus W. Lane, U. S. Consul at Smyrna, Turkey,
sends the Department of Commerce and Labor the fol-
lowing data :
The first line of tramway in Smyrna was inaugurated
in 1879 with about 3 miles of track. It is known as the
Tramways des Quais, and is operated by a French
company, of which the president, secretary, and gen-
eral manager is Aime Tissot. Twenty-five horse cars
SI.X-YARU DUMP CAR, MIDDLETOWN CAR WORKS.
are in use on this line, which has recently been extended
5 miles. The only other line operating in Smyrna is the
Societe des Tramways, Smyrne-Guez-Tepe. This line
began to run horse cars in 1886, with 2 miles of track :
subsequent extensions have given them nearly 5 miles,
and they require about twenty cars to accommodate
their traffic. This is an Ottoman company, the presi-
dent being N. Ilarcntz, of Constantinople ; treasurer
and secretary, Bedros Boloubeyan ; general manager,
.•\. Ilarentz.
TWELVE-YARD HOPPER CAR, MIDDLETOWN CAR WORKS.
The annual ball of the Cleveland Consolidated
Street Railway Employes' Beneficial Association was
given at the Armory, Cleveland, O., December 2nd.
Cost of Electric Railway Power Production and Trans-
mission in the State of Indiana/
nv AI.DEKT S RlrllEY, F.I.ECTRICAI, ENMNEER, INDIANA UNION TRACTION CO.
The word "Elcclric" in the name of our organizalion suggests the
one characteristic upon which hinge all of the tliffercnccs distin-
guishing our business from tliat of the older railways of the coun-
try. In the years of the development of the steam railways, their
managers and engineers have determined the possibilities of steam
motive power as regards the economical wciglit of train and length
of run, and have evolved by experience the schedules and classes
of service which they arc now giving our different communities. It
is on account of the limitations of the steam locomotive that the
older railways have not given the service and obtained the business
which is ours today. It is wholly due to the development of the
electric motor and electric power transmission that our interurban
railways are enabled to run their trains in units of one, two or
three cars each, at intervals of ten minutes or two hours as required,
and make stops as frequently as desired, and do it efficiently and
economically. This is the fundamental reason for whatever success
the interurban railways have achieved.
As the method of conveying the energy from our coal pile to our
car axles is the one thing which makes possible our business, and
especially as the cost of this energy is one-fifth to one-quarter of
our entire operating expense, it should be interesting to consider
briefly the division of this cost into its components, together with
a statement of the average costs per unit of the power used on the
Indiana interurban roads.
A very comprehensive listing of the principal physical features
of our electric railways was given in a paper entitled "Interurban
Electric Railways of Indiana," presented by Mr. Robert P. Woods
at a meeting of the Indiana Engineering Society just a year ago.
The statistics as given in that paper stand practically correct today,
when we add the 20 miles of the Indiana Northern Traction Co.
now operating between Marion and Wabash.
Supplementing Mr. Woods' paper as a source of information from
which to draw the conclusions presented in this paper, we have
written to officials of the various electric railways of the state,
requesting car mileage and cost of power statistics. Nearly all of the
roads have very kindly taken the pams to reply to our inquiries
in a very satisfactory manner, and it is due to their kindness in
this regard that we are enabled to furnish some average figures on
power costs.
We now have alxiut 800 miles of interurban electric railways in
the state, operating 100 cars regularly. These cars vary in size
from the ordinary street car to the 6o-ft. 35-ton car in use on the
Indianapolis & Northwestern. The average weiglit of the 100 cars
in regular daily operation is 25.61 tons and their average scheduled
speed is 20 miles per hour.
Twenty-four power stations furnish current to these cars, the
combined station capacity (exclusive of the Indianapolis Traction
& Terminal Go's, station) being slightly over 20,000 kw., or an
installed capacity in generators of about 200 kw. for each interurban
car operated and 25 kw. for each track mile operated. One half
of the 24 power stations generate and deliver to the cars direct
current, while the other 12 generate alternating current, distribut-
ing to the cars as direct current through 34 sub-stations. The in-
dividual power station capacities vary from 200 to 6,000 kw. and com-
prise units of nearly every standard rating from 65 kw. to 1,500 kw.
Assuming a power consumption of too watt-hours per ton-mile,
we have an average total at our 100 interurban cars of about 5,000
kw., using the average figures as given above of 25.61 tons as the
weight of car and 20 miles per hour as the schedule speed.
The average load factor of the power stations appears to be about
40 per cent of the installed capacity. Therefore, the average out-
put at power station bus-bars is over 8,000 kw., which appears to
•Read before the Indiana Electric Railway Association, Indianapolis.
Jan. 12. I9«i.
indicate that the aggregate losses in overhead lines, rail return, sub-
station apparatus, step-up transformers, etc., amounts to more than
3,000 kilowatts average, or an average efficiency from power station
bus-bars to car motors of say 60 per cent. As the assumption of
100 watt-hours per ton-mile is probably high, this average efficiency
of distribution, if in error, is to be considered higher rather than
lower than the actual.
This loss of 40 per cent of the total power generated must be
divided between the stations generating direct current and those
generating and transmitting alternating current and converting to
direct current through rotary converters at sub-stations. I'ut 20
per cent of the railway power generated in the state outside of
Indianapolis is the output of direct current generators. Allowing
20 per cent for the transmission losses from the direct current sta-
tions leaves us an efficiency of about 55 per cent for the remaining
75 per cent of the generated power which is the product of alter-
nating current stations. This efficiency is probably made up about
as follows:
Efficiency of step-up transformers 94 PC "^^nt
Efficiency of transmission lines 97 pcr "nt
Efficiency of step-down transformers 93 per cent
Efficiency of rotary converters 80 per cent
Efficiency of direct current distribution 80 per cent
Combined efficiency 54 V^^ c^"'
The figures given as the efficiencies of transformers and rotary
converters will, of course, not compare with the efficiencies guar-
anteed by manufacturers, as the guaranteed efficiencies are based on
full load or nearly full load conditions, while the average load on
rotary converter sub-stations in the service which is most general
on our roads is hardly greater than 25 per cent of their rated capaci-
ties. This difference in distribution efficiency as between 80 per cent
for the average direct current station and 55 per cent for the average
alternating current station, is at first glance a surprising one and
helps many a company to spend a large proportion of the dollars
saved by an economical power station. Without doubt, there is
more than one railway in the state, now operating an alternating cur-
rent generating plant with transmission lines and sub-stations, that
could have invested the same money in direct current stations and
trolley feeder and be operating today with a less charge to cost of
power per car mile. On the other hand, there are several alternating
current generating stations in the state which are delivering power to
the car axles, after paying the price for the losses, at a cost much
less than that at which they could accomplish the same result from
direct current stations. The question of which system should be
installed in a given case is one that should be carefully considered
before a decision is made, as too often in the past few years has the
alternating current generating plant with rotary converter sub-
stations been installed seemingly because such an outfit was in style,
when the much more simple system of direct current stations with
plenty of trolley feed wire would have been much more economical.
For instance, let us briefly consider a given case as follows:
Two cities of about 25,000 population each, situated 20 miles apart,
each with a street railway system of say 10 city cars. These two
systems arc owned by a company which is to construct an interurban
road connecting the two, the plans contemplating new power
equipment. The schedule will call for two regularly operated inter-
urban cars and 20 city cars, and an installation of say 1,000 kw.
capacity in power generating machinery. The location of an
alternating current power station midway between the two towns
with a sub-station at each end and rotaries in the power station
will mean average transmission and conversion losses of about 45
per cent of tlie total power generated.
The location of a combination alternating and direct current plant
at one end with sub-stations at the other end and midway will
44
STREET RAII.^V.\^■ REVIEW.
[Vol. XV, No. i.
mean average transmission and conversion losses of about 35 per
cent. With two direct current stations, one at each end, and direct
current feeder of double the cross section on the interurban line,
the same results will be attained with power losses of but 20 per
cent; the first cost of the installation will be no greater and the
cost of generating the power would be but very little, if any,
greater, provided, of course, that the facilities for obtaining coal
and water are the same in the two towns. Assuming a generating
cost of ID per cent more in the two small stations than in the one
larger one (which is high), we have the cost of power at the car
from the direct current stations averaging about 25 per cent lower
than from the alternating current station at the middle location and
over 10 per cent lower than from a combined alternating and direct
current station at one end of the line, without considering the addi-
tional labor at sub-stations which would be required with cither of
the alternating current stations.
If the given conditions be varied by the elimination of the city
cars at one end of the line, leaving a load to be considered con-
sisting of an interurban line of 20 miles in length, operating two
regular cars on an hourly schedule, with a city system of 10 small
cars centering at one end of the interurban line, then one direct
current power station at or • near the city car load probably will
prove to be the most economical. In this case, of course, the
trolley feeder must be increased greatly, and possibly a booster set
will be required, but this additional investment will not reach the
cost of transmission lines, sub-stations and sub-station apparatus
plus the capitalized cost of sub-station operation and losses.
However, when the proposed line is much to exceed 20 miles
in length, especially if future extensions are very likely, and no
great number of city cars are to be operated, economy begins to
favor the alternating current station with high tension transmission
and sub-stations, and as the length of line increases, and with it the
number of cars to be operated and the total load on the station, it
finally reaches a point where there is no question as between the
one alternating current station and a number of small direct current
plants. When the construction of a power plant of several thou-
sand kilowatts capacity is under consideration, a location may be
selected where a supply of good water is assured, where coal may
be easily handled, and the many refinements conducive to economical
operation may be introduced which are not possible or practicable
in smaller stations. These points, together with the low cost per
kilowatt hour for labor which is possible with a large station, -com-
bine to reduce the initial cost of power to such a low figure that the
seemingly low average efficiency of transmission and conversion,
together with the costs of sub-station operation, may be met, and
power still be delivered to cars many miles distant at a cost which
will compare very favorably with direct current distribution within
much smaller possible areas.
In this discussion, no mention has been made of the purely alter-
nating current system, in which the car motors are designed for
the use of alternating current, and for which the following claims
are made: Reduction in first cost, by the elimination of the rotary
converter and saving in trolley feeder; reduction in operating ex-
penses by doing away with constant sub-station attendance; and
increase in efficiency by the reduction of trolley and feeder losses,
reduction or elimination of rheostatic car starting losses, and the
complete elimination of rotary converter losses. As soon as the
new alternating current motor can demonstrate these points and
prove to us that it is as well adapted to our purposes, as efficient,
as reliable, and as easy of maintenance as the direct current series
motor, we must seriously consider it in our future plans.
The operation of cars by this system has just been started on
the Rushville division of the Indianapolis & Cincinnati Traction
Co., and the operation of this line will be very closely watched by
street railway engineers and managers, until the success of the sys-
tem has been fully demonstrated.
The replies which have been received to letters of inquiry repre-
sent 8s per cent of the total installed generating capacity of the rail-
way power stations of the state. These power stations generate
an average of 5,845,450 kilowatt hours per month at an average total
cost of $44,156.38, or .755 cent per kilowatt hour.
This average cost per kilowatt hour is divided as follows: Fuel,
0.526 cent; labor, 0.158 cent; lubricants, waste and miscellaneous
supplies, 0.032 cent; repairs, 0.039 cent.
The lowest total cost per kilowatt hour reported is 0.505 cent,
while the highest is 2.024 cents. The lowest cost of fuel is o.36(S
cent; the highest. 1.405 cent. The lowest cost of labor is o.ioo cent;
the highest, 0.331 cent. The lowest cost of lubricants, waste and
miscellaneous supplies is 0.015 cent; the highest. 0.086. The lowest
cost of repairs is o.oio cent; the highest. 0.218 cent.
Deducting the output of the two most economical stations, repre-
senting two-thirds of the total output reported, the average cost
of the rest of the energy generated in the state is 1.021 cents per
kilowatt-hour.
The figures which have been given are on cost of power at power
station switchboards. As six of the thirteen stations reporting are
alternating current stations with transmission lines and sub-stations,
these costs must be increased by the addition of sub-station operat-
ing expenses. With this addition, the total cost of power delivered
to direct current feeders is $47,500.01, or 0.964. cent per kilowatt
hour, the lowest cost reported being 0.747 ^"d the highest being
2.024 cents.
The total amount of coal burned in all the stations reporting
averages S2-'A '""s daily, 80 per cent of which is Indiana run of
mine and slack. The average cost of all coal burned is $i.8g per
ton. The average consumption of coal is 5.56 lb. per kilowatt hour,
the highest consumption reported being 10.7 lb. and the lowest be-
ing 4.9 lb. per kilowatt-hour.
The power station capacity per interurban car operated avera.ges,
as has been stated, about 200 kw.. the lowest being 150 kw. and the
highest 350 kw.
The roads reporting give a monthly car mileage of city cars of
1,122,060, and of interurban cars of 630,258 car miles. The average
power consumption is 1.48 kilowatt-hours per car-mile for city cars
and 5.18 kilowatt-hours per car mile for interurban cars. On this
basis, the average cost of power per car-mile is 1.43 cents for city
cars and 5 cents for interurban cars.
As illustrating the beneficial effect of the careful consideration
of operating features in the engineering design and construction of
a road, such as reducing curves and grades to the practical mini-
mum, the careful location of sub-stations with respect to their loads,
and an economical distribution of copper, some figures on the In-
dianapolis Northern Division of the Indiana Union Traction Co. as
compared with the rest of that system, may be of interest.
The Indianapolis Northern division consists of the lines from
Indianapolis to Logansport, Kokomo to Peru, and Tipton to Elwood.
This portion of the line is fed from the power station at Anderson
26, 42, 43, 59, 59 and 61 miles, respectively, from the power station.
26, 42, 43, 59 and 61 miles, respectively, from the power station,
the average distance of all rotary converters being over 46 miles
from the generators.
The rest of the system is fed from the same power station through
rotaries at the power station, and through 15,000-volt transmission
lines to eight sub-stations, the average distance of all rotary con-
verters on these old divisions being but 15 miles from the powfr
station.
The entire alternating current output of the station is measured
by an integrating wattmeter on the generator switchboard, while a
second wattmeter measures the input to the step-up transformers
supplying current to the transmission lines feeding to the Indian-
apolis Northern sub-stations only.
Notwithstanding the fact that 12 per cent of the power used on
the old divisions is delivered directly from the power station with
no alternating current transformer or transmission losses what-
ever, and that the average distance from generator to rotary is 31
miles greater on the Indianapolis Northern division, the power sta-
tion output to these new divisions is but 33 per cent of the total,
while handling 42 per cent of the total car mileage. In other words,
the power consumption per car mile, including all losses from gen-
erator to car motor, on the new lines is but two-thirds as much as
on the old lines, even though the average transmission distance is
three times as great. The class of cars in use on all divisions is
the same, and the average schedule speed is slightly greater on the
new lines than on the old.
* ' *
Like many other of the more progressive cities, the city of
Portage, Wis., is being pushed to the front through the medium of
the extensive advertising of the many advantages it ofifers. A recent
circular which has been sent out by the Business Men's Association
shows a view of the new city hall, a map of Wisconsin giving the
location of the city, a partial list of the city's industries and several
other interesting facts which appeal to the prospective manufacturer.
Detroit, Monroe & Toledo Short Line.
riic opciiiiiK rit ihc I Jrtioil, Moiiroo & Tdlcdo Short Line between
'I'dk-do and Detroit and the inauguration of tlirougli limited service
on thi? line Nov. 5, 1904, marks the completion of an internrban
railway which has been the subject of considerable discussion and
interest for the past few years. Shortly after the completion of the
Toledo & Monroe Railway in July, ifjoi, the Kverctt-Moore .Syndi-
cate deciilcd to build an electric railway between Toledo and De-
division of the line from 1 oledo to iJclroil, was completed Apr.
4, igoi, and is iS miles in length, leaving 30.5 miles which have been
built within the past two years. A description of the Toledo & Mon-
roe Ry. appeared in the "Review" for July 15, 1901.
The new section of the dine is located with a view to high speed
service, its maximum grade being less than one per cent, and it has
very few curves. The track construction is practically the same as
TRESTLE OVER OTTAWA RIVER NEAR TOLEDO.
troil, and the owners of the Toledo & Monroe property sold that line
to the syndicate rather than go into competition with a new line
between Toledo and Monroe. The Everett-Moore road was com-
pleted from Toledo to Trenton, Mich., where connection was made
with the Wyandotte Division of the Detroit United Ry., but in
January, 1902, the Everett-Moore Syndicate became involved in
financial difficulties and this property was sold to the Clover Leaf
and Grand Trunk railways, providing a desired entrance into Detroit
for the one and into Toledo for the other. The overhead material
and polos were sold to the new owner of the Toledo & Monroe Rail-
way, which company secured a more direct route to Detroit, took
down the poles and lines from the Everett-Moorc road and re-
placed them on its own.
The present company w-as organized Nov. 19, 1902, with a capi-
talization of $6,000,000, to take over the Toledo & Monroe Railway,
the Michigan & Ohio Railway and the Monroe Traction Co., and
that of the old line, being laid with 70-lb. A. S. C. E. rails with
"Continuous" rail joints and Crown rail bonds made by the Amer-
ican Steel & Wipe Co. The ties, which arc of oak and cedar, are
laid 2 ft. between centers and the road is rock ballasted throughout.
The Short Line throughout its entire length, with the exception of
the route through Monroe, is built on a private right of way. Near
the city of Detroit is a short section about one mile in length which
involved the expenditure of over $150,000 for construction. Besides
buying a right of way through valuable property it was necessary to
provide a drawbridge which crosses the Rouge River about 100 yards
beyond where the company connects with the tracks of the Detroit
United Ry. at Woodmcre, also over crossings for three steam roads
and under crossings for three steam roads. The elevated crossings
are over the Michigan Central and Wabash railroads near Woodmere
and the Detroit Southern near Trenton, wdiile three subways take
the line under the Lake Shore, Ann Arbor and Michigan Central
UNDER CROSSING NEAR TOLEDO.
BRIDGE OVER STONY CREEK.
to extend the line from Monroe to Detroit, there remaining at that
time sonic 30 miles of the line to be constructed. The officers of
the new incorporation were : President, Matthew Slush ; treasurer,
Charles R. llannon; secretary, Elisha A. Flinn.
Track.
The total length of tlie route is 57 miles, of which 3.5 miles are
within the city limits of Toledo and 5 miles within the city limits of
Detroit. The Toledo & Monroe Ry., which forms the southern
railroads at Alexis. In addition to this the company has built a
steel bridge over the Huron River at Rockwood, Mich., a steel
bridge over Stony Creek and a trestle over the Ottawa River near
Toledo. .\t all points where curves occur there are sidings over a
mile long; all cars take the right hand track, thus avoiding d::nger
of collisions. In addition to the sidings at curves there are sidings
every two and one-half miles along the entire route, with a com-
plete system of telephones to facilitate the dispatching of trains.
The line is double-tracked between Detroit and Wyandotte, the
46
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
company expecting to carry on considerable freight business through
this point, which stands third among the cities of Michigan in point
of freight shipments. The directors have ordered the road double
tracked bctweon Wyandotte and Monroe, a distance of 20 miles. At
ating units mentioned, two exciter units, one motor driven and one
direct connected engine driven. At the main station there are
si.x transformers for stepping up out-going current to the sub-sta-
tions of the same size and voltage as those originally installed. The
boiler equipment for the new unit was furnished by the Aultman-
Taylor Co., and consists of one 400-h. p. Cahall boiler with Mansfield
DOUBLE TRACK CONSTRUCTION ON CURVES.
DOX'BLE TRACK CONSTRUCTION.
Toledo the line has physical connections with the Toledo Terminal
Ry., so that its cars can be switched to any of the various railroads
running out of Toledo.
Power.
At the time of the organization of the new company, the power
house of the Toledo & Monroe Railway, which is located at Monroe.
Mich., contained in its engine room two 6oo-h. p. cross-compound
condensing Hamilton-Corliss engines and two Babcock & Wilcox
boilers of 400 h. p. nominal capacity, with Goubert steam separators
and feed water heaters and Penberthy injectors. Directly connected
to each engine was a 400-kw., 3-phase, rotary-field, 25-cycle Westing-
house generator, the current being generated at 380 volts and stepped
up to 15,000 volts, at which pressure it was transmitted to the sub-
station about 12 miles south of Monroe, equipped with two 200-kw.
rotaries.
In order to provide power for the new section of the road one
400-kw. Westinghouse generator direct connected to a 16 and 36
chain grate stoker and two Mansfield stokers, whicli will be installed
under the two old boilers
The two new sub-stations are combination stations and passenger
depot, the interior of the waiting room and ticket office being shown
in the accompanying engraving. These are built of steel, brick
and concrete, with tile roofing, and it is the intention of the company
to beautify the surrounding grounds. The company also has a
very handsome passenger waiting room in Detroit, while in Toledo
the terminal is within easy access to the diverging steam and electric
lines. One of the accompanying illustrations shows the type of
standard shelter which has been erected at all road crossings.
Rolling Stock.
The original equipment of the Toledo & Monroe Railway consisted
of five closed passenger cars, two open passenger cars and two com-
bination passenger and baggage cars, built by the Jewett Car Co.,
of Newark, O. These cars are 42 ft. 4 in. long over all, the body
" —
^ :^b|^^
i^s
m^
STANDAKO ROAD CROSSING SHF.LTER.
CHARGI.NG STORAGE AIR BRAKES.
by 42-in. Hamilton-Corliss engine was installed at the main power
station at Monroe, and two new sub-stations, each with two 300-kvv.
rotaries, were built. The sub-slations are now four in number, lo-
cated at Erie, South Rockwood, Ford City and one in the main sta-
tion at Monroe.
The equipment of the power station now comprises the two gener-
being 33 ft. long, mounted on Peckham No. 26 double trucks and
equipped with four Westinghouse No. 56 motors. To this equipment
have been added eight passenger cars with smoking compartments,
built by the John Stephenson Co., mounted on Peckham M. C. B.
trucks and equipped with four Westinghouse 76 motors each; also
two express cars.
Jan, 15, lyos-
STREET RAILWAY REVIEW.
47
Fare, Etc.
'llic rale of fare liclwccii Detroit and Tolcilo is 80 cents one way or
$1.50 for the round trip, wliile the round trip on tlie steam roads is
$2.60. The lengtli of time consumed bctvvcun Ihc two points is
2]/! hours for the local cars and 2 hours for the limited cars. Of
this time 24 minulc"; is required to make the 3% miles in Toledo and
,^0 minutes to make the 5 miles in
Detroit. The Short Line ha-; a
cnntract with Ihc Detroit United
Railway and the Toledo Railways
& Light Co. under which it pays
the former 5 cents per passenger.
liul is allowed mileage for the ,usc
of its cars, and pays the latter 3
cents per passenger. The time con-
sumed on the steam roads is I'/t
hours on limited trains and 2 hours
10 minutes by local trains
The engineering and construc-
tion work on the Toledo & Monroe
Railway was done by J. G. While
& Co., while the contract for the
work between Monroe and Detroit
was let to the Detroit & Toledo
Construction Co.. of which C. J. Reilly was president, Charles R.
Ilaunon, secretary and treasurer, and Matthew Slush was a director
and was in active cliarge of the work.
The present officers of the Detroit, Monroe & Toledo Short Line
Railway Co. are : President, Matthew Slush ; vice-president, C. A.
HIack; secretary, Elislia H. Flynn; treasurer, Charles R. Hannon ;
manager and purchasing agent, W. B. Tarkington. The general
offices of the company are at Monroe, Mich.
W. B. TARKINGTON.
Track and Roadbed Construction and Mainte-
nance, with Particular Reference to the
Life and Chemical Preservation
of Cross. Ties.*
iiv THUS. n. m'.math, tivii. knc.inf.er i.mdianai-oi.is traction &
TERMINAL CO.
.■\s all present may know, the question of securing good ties is
each year becoming more difficult, as timber becomes more scarce
the quality oflfered in ties becomes poorer. Good white and burr
oak ties are difficult to secure, and the attention of all railroads is
called to the advisability of using treated timber. At present the
most satisfactory treatment for prevention of decay in timber is its
impregnation with creosote; the additional life of treated timber
fully justifies the expense and it is possible to substitute a grade of
timber utterly unsuited for ties, yet, which wlien treated, will show
a life double that of the best untreated timber heretofore used.
Wood is composd of a great number of tubes firmly united and of
varying sizes, the more open tubes being in what is commonly known
as the sapwood ; the older tubes are filled with various substances
as resin, gum, etc. The sapwood is the living part of the tree, the
tubes allowing a free passage of water, while the heart wood, due
to changes, no longer allows such free passage of water.
Decay is caused by the entrance of living organisms, as insects,
bacteria or fungi, and sapwood being more open, is the more readily
attacked. The best conditions for the activities of destroying agents
and growth exist in the presence of heat and moisture.
The treatment of timber consists in the introduction of substances
poisonous to these destroying agents. Whatever it is must pene-
trate all parts of the timber and must remain there permanently.
Experiments have been made with the creosoting process for about
40 years. Assuming that the results of the present creosoting will
be as good as those obtained 20 years ago, we can assume that the
life of a tie can be increased by treatment to 20 or 25 years.
Experiments have shown that the undesirable woods, such as red
and black oak, owe their quick decay to the open and porous con-
dition of their wood cells. Woods of this character are the ones in
*Read before the ludian.l Electric Railway Association, IttdiaiiapoliK,
Jan. 12, I'XlS.
which the effect of treatment is greater, aim ihcir me ■ r^mpare, very
well with the life of the treated white and burr oak timbers.
On a visit to a southern city the writer was shown creosotcd sap
pine tics that had been in service on street railway track for more
than IS years and were evidently good for nearly as much longer.
Also creosoted sap pine piles that were said to have been in position
for about 18 years and still were in a good state of preservation.
Sap pine is the poorest and cheapest grade of lumber in the South
on account of its open and porous nature, and is the most success-
fully treated. The writer was told that the treated tics cost about
40 cents and treated sap pine poles could be secured for about $6.ou
for a 30-ft. pole. He has written to parties for definite prices on
these lies and poles delivered in Indianajwlis, but has not as yet re-
ceived a reply.
Local creosoting works have quoted prices, but having an in-
flated idea of the value of their particular process, their prices cor-
respond.
It is believed, however, that a good creosoted tie can be secured
in Indianapolis for less than 65 cents, and that such a tie placed in
track would last, under ordinary conditions, double the life of the
ordinary white oak tic, especially white oak lies of the quality now
obtainable.
The life of a creosoted sap pine pole, considering its greater
strength over cedar, would strongly recommend its use.
The features in which track construction and maintenance in
cities differ from ordinary steam and interurban railways are: first,
the work must be such that no repair is necessary except at long
intervals of time, and second, it must be such as to permit the ordi-
nary types of street paving to be applied.
Deep rail sections must be used in order that ties may be low
enough to permit the paving of the tracks; instead of using, as in
railroad construction, the shallow rail and partly exposed ties, we
use deep rails of from 6 in. to 9 in. laid on ties or without ties in com-
bination with concrete, the rails being laid on blocks in trenches
which are filled with concrete, forming a beam under and around the
rail, the rails being held in position by the concrete beam with the
aid of the street paving material. This type of construction has
been in use for the past ten years.
In some cities this type of construction has been considered satis-
factory, while in others it has been condemned. In Indianapolis we
have several miles of track of 9-in. girder rail laid on concrete beam
with ties spaced 12 ft. apart and paved with brick laid on a concrete
base. This construction is inadequate for interurban traffic. The
College Ave. line of this city was constructed with 7-in. T-rails on
lies spaced 2 ft. between centers, ballasted with natural cement con-
crete, which concrete extends from 6 in. below the bottom of the tie
to within 5 in. of the top of the rail. The street surface being vitri-
fied brick, with nose brick forming the flange groove adjoining the
rail ; this construction has proved entirely satisfactory for inter-
urban traffic.
The tracks built last season and now used by the interurban cars
on Ohio St. and Capitol Ave., were built with 7-in. T-rails on ties
spaced 12 ft. apart and resting on a concrete beam 24 in. wide and
20 in. in depth under each rail. Tie plates were used at intervals of
4 ft. and securely held by anchor bolts extending through the con-
crete. [This construction is shown in connection with the descrip-
tion of the Traction & Terminal Station, page 36. — Ed.]
It being a deduction of the writer from experience in concrete
beam work, that track constructed in the old manner failed from
lifting and that such anchorage in addition to holding the track in
line and gage, would increase its stability by avoiding vertical
movements. The use of the tie plate between the ties permitted the
suspension of the anchor bolts in their proper position during the
process of concreting, the track having previously been brought to
surface and line by tamping the ties. The concrete used was made
of the best grade of portland cement and had ample time to set.
The flange groove alongside of the rail was obtained by the use
of a special nose block, much larger than the ordinary paving brick,
this block being 5 in. wide, 4' 2 in. thick and 10 in. long, and the rest
of the pavement being the ordinary paving brick. The special shape
of this block permitted its being laid longitudinally directly upon a
mortar bed on the concrete, strips of wood being used to fill the cav-
ity under the head of the rail to prevent the special nose brick from
coming in contact with the rail and to reduce the rumble of the
passing cars. These wooden strips also act as a semi-elastic materia]
48
STREET RAILWAY REVIEW
[Vol. XV. Ko. i.
adjoining the rail, taking up the thrust due to the expansion of the
pavement between the rails.
Brick pavements do expand from temperature causes, and if
rigidly held by the rail, the brick raises of? the sand cushion to the
detriment of the pavement, forming a sounding board which in-
creases the noise.
The 7-in. T-rail now used in this city was especially designed
for the heavy intcrurban car. All Shanghai rails previously rolled
by the mills were too light in the web for such heavy loads, being
designed for ordinary weights of city cars, and as city pavements
required the rail to be six inches in height or over, the webs in use
were extended in height but remained H 'i- '" thickness.
As interurban cars use 3-in. tread wheel, it was considered ad-
visable that the head of the new rail should be 2!4 in., the web
9-16 in. thick, the rail 7 in. high and base 6 in. wide. This rail
weighs 91 lb. to the yard. To the credit to those interested in the
designing of this rail it may be said that a subsequent design of
rail, for similar conditions, made by a committee from the American
Street Railway Association, is very similar, the main diflference be-
ing that the committee made the head of its rail 3 in. wide.
Perhaps the most trying feature of track maintenance in Indian-
apolis is the adjustments of gage on special work to fit it for
wheels of all varieties. In this city are found all kinds of wheels
from 5^-in. flange and 2-in. tread up to the M. C. B. with i^-in.
flange and 4-in. tread. If the guard rail on a curve is placed with
the proper width of groove for the big flange, the 5i-in. flange
wheel car never touches the guard rail unless the wheel on the other
end of the axle is riding with its flange on the rail. On the other
hand, if the guard rail is set with reference to the little flange, the
big flange will ride up on top of the guard rail.
We have made it a practice on curves where rolled guard sec-
tions are used to gage curves 4 ft. S^ in. and where we liavc been
able to get this condition, we have had no derailment trouble,
although the big wheels squeak and it takes power to send them
around. Such places we keep well greased.
The outcome of this condition is that the interurban lines must be
reasonable about their wheel flanges, and use a flange not over i in.
deep by I 5-16 in. thick, so that guard rail sections can be used, and
then, all wheels on city cars should be made to conform. The saving
in special work renewals would pay for changing all the wheels in
two years; the addition of 'A in. on the width of tread of city car
wheels, would immediately add 50 per cent to the life of every forg
and switch in the track.
Steam railroad companies have standardized their equipment in
order that their rolling stock may be interchangeable.
Mr. H. J. McGowan has taken an initial step in interurban rail-
way development in erecting the Terminal station and building, in
which we now meet, and in which station enter interurban cars from
all parts of the state of Indiana. Arrangements have been per-
fected by which through bufTet parlor cars from Ohio will also enter
this station. Indiana has taken the initiative in providing elegant
and commodious accommodations for interurban railway patrons.
This association should therefore lead in the work of standard-
izing all equipment and secure the co-operation of other similar or-
ganizations in fixing such standards. Standard car wheel flanges,
width of tread, diameter of wheel and standard gage for pressing
wheels should be adopted at the earliest possible moment, as cars of
diflferent lines are now frequently sent over connecting lines, and
all city railroads over which interurban companies operate their
cars are vitally interested. The difficulties arising from irregulari-
ties in any of the above-mentioned items cause the most disastrous
results and, until this is done, special work cannot be intelligently
ordered.
Tests of Brillium.
Harold P. Brown, 122 Liberty St., New York, sends data concern-
ing recent tests made with "Brillium," with which he has been ex-
perimenting for the last two years.
The Testing Department of the Brooklyn Heights R. R. has re-
cently made power-house tests with "Brillium." The fuel used
was locomotive cinders from the Lackawanna railway such as are
ordinarily used for ballast, with about 10.6 per cent of No. 3 buck-
wheat anthracite coal ; 44 lb. of "Brillium" to the ton of cinders was
used and the boiler was run at about 15 per cent above its rating.
with air pressure of V4 in. under the grate bars. The flue gas tem-
perature averaged 504° and the carbonic acid gas ran from 8.6 to
12.2 per cent. A net evaporation of 6.12 lb. of water from and at
212° was obtained from each pound of fuel. The buckwheat coal
by itself gives about 6.75 lb. evaporation.
A recent inspection of the boiler by the Fidelity & Casualty Com-
pany shows that it and the grate bars are in good condition after
using this fuel for over eighteen months.
Some New Products of the Crane Company.
The Crane Co., of Chicago, which is well known as one of the
most progressive concerns in the manufacturing of steam appli-
ances, has recently introduced a number of new devices for which
patents have been applied. Among these may he mentioned the im-
proved renewable seat and disk globe and angle valves which are
suitable for working pressures up to 250 lb. and are tested up to
700 lb. The renewable parts are made of hard composition, which
it is claimed is far better and will last longer than those in the
ordinary valves. They are designed specially for hard work where
extreme pressure is used and where the wear and tear on the valve
is severe. By unscrewing a nut on the bottom of this valve all the
parts are accessible and removable from the top, thus making it
convenient to substitute a new seat or disk and to replace any worn
part. In assembling the valve the seat is replaced, the nut on the
bottom tightened, thus holding the seat in place, then the bonnet
is screwed on and the valve is ready for use. The Crane renew-
able seat and wedge straightway valves are another new type suit-
able for working pressures up to 250 lb. and are tested for 800 lb.
pressure. The easy methods for inserting the renewable parts of
these valves will recommend them to all users.
Crane self-packing globe, angle and radiator valves are made
with Jenkins disk and non-rising stem and emlwdy the very desir-
able feature of self-packing. Their use fully obviates the trouble
and annoyance of escaping steam and water. In the Crane self-
packing valves vulcanized rubber is introduced between the metallic
parts which makes a perfect seat and completely overcomes the
tendency to leak. The threads on the bonnet of the self-packing
valves are the same as those in the Jenkins disk valve made by this
company, and the old style trimmings may be replaced with the new
self-packing device without removing the valve.
The Crane Co. is confident that these valves will meet all re-
quirements, and guarantees them to give entire satisfaction.
A Large Contract.
The National Electric Co., of Milwaukee, Wis., has been awarded
the contract for 700 air brakes to be installed under the new con-
vertible cars of the Cleveland Electric Railway Co. Although
many of the large cities throughout the country have all their cars
equipped with air brakes the Cleveland Electric Railway Co. has
placed the largest contract for individual air brake compressors that
has ever been placed in this country. The decision was not arrived
at until after over two years of experimenting with practically
every known type of brake that is manufactured.
Of this order six carloads of the equipment have already been
shipped ; the balance will be shipped in the course of two months.
Thirty cars will be required to load the apparatus to fill this order,
not including the pipe and fittings, which will be purchased in
Cleveland. An interesting fact that will illustrate the size of this
order in comparison with an order for air brake apparatus for steam
railway coaches is that 30 carloads of air brake material for steam
coaches would mean about 3,000 steam railway equipments. An-
other item of interest to show the magnitude of the order is the
fact that it will require i8j4 miles of pipe to equip the cars, each
requiring 140 ft. of miscellaneous size pipe, and 60,200 elbows,
unions and fittings will be required for joining the pipes.
The compressor ordered is the National Electric Co's. type B-2,
with a capacity of 20 cu. ft. of free air per minute. The reason for
this large compressor is because the Cleveland Electric Railway Co.
intends in the near future to adopt the trailer system during the
summer months and rush hours. A new type of slide valve will be
used with this equipment. The weight of the complete air brake
equipment, including the compressor, is 1,100 lb., and the weight of
the compressor is 725 lb.
Recent Street Railway Decisions.
KI)ITi;i) HV J. L. ROSENHERr.ER, ATTOKNKV AT LAW, CHICAGO.
(The (li-ciBi<ms wliith h;ivi' luiii iei)orti-il in llio Li'B.il Dcnarlimnt of tin- "Strni-t Railway Ri-vlcw" «inc:i' 18'I3 havi- bi'.n (lublinhnd •.••jiaralily br the Windwjr A
Kelt 111- hi IMiblishiii^,' Co. undtT I hi- lillf " ,Slrf<-l Kail way Law," four voliiiin-s of which have ln-rii printi'd. Vol. I covith thi* piTiod from January. IM'M, to January, IW;?;
Vol. II fnini January, I»'17, li' July, IN'i'i; Vol. Ill (ron'i July, IK'i'i. lo April. I'K)I; Vol. IV from April, rmi. to April, Vll>X Vol. V l« now In pri'i.-,. l-ricr: Iluund in
«hcep: four volunu'K, $10.00; siujfli- volume, W.OO. IJound In imikram : four volumi-H, |<».5o; Hiiitflcr yolumc, t2 ifO.J
WHEN R.MLINGS OR G.\TES ARE REQUIRED ON C.\RS.
ll.-ilvcrson vs. Seattle Electric Co. (Wash.), 77 Pac. Rep. 1058. .Sep.
21, 1904.
It may not be negligence nf railway companies, the supreme court
of Wasliington says, to fail lo provirle railings or grates lo prevent
passengers from falling or being thrown from the cars, where they
are run at the usual rate of speed upon straight or even tracks,
where no such protections arc usually required; but when an un-
usal or high rate of speed is maintained around curves, or over
rough and uneven roads, then ordinary diligence requires such safe-
guards, even if Ihey arc not required by positive statute.
POWER TO GR.^N'r USE OF STREETS BY ORDIN.\NCE
CANNOT BE EXERCISED BY RESOLUTION.
Hoist vs. Savannah Electric Co. (U. S. C. C, Ga.) IM Fed. Rep. 9.31.
July 16, 1904.
Where it is expressly declared in the charter of a city that the
control of the streets, paving street railways, and the like, must be
by ordinance, the mayor and aldermen being given power and au-
thority from time to time to make, ordain and establish such by-
laws, ordinances, rules and regulations as shall appear to them
requisite, etc., the United States circuit court, in Georgia, holds
that a city street cannot be dedicated for street railway purposes
by a mere resolution, over the protest of the property holders.
CONTRACT DISABLING CORPORATION FROM PERFORM-
ING ITS FUNCTIONS, AS ONE WITH CITY TO DIS-
CONTINUE UNPROFITABLE PART OF ROAD, WITH-
OUT CONSENT OF THE STATE, IS VOID AS AGAINST
PUBLIC POLICY.
Thompson vs. Schenectady Railway Co. (U. S. C. C. .\., N. Y.),
131 Fed. Rep. 577. Apr. 5, 1904.
An alleged agreement constituted by the action of a receiver in
foreclosure proceedings, joined with certain property owners, peti-
tioning the common council to consent to and authorize the discon-
tinuance permanently of the running of cars upon a certain street,
.".nd a removal of the track therefrom, which the common council
adopted a resolution consenting to, the so-called agreement being
made in the supposed interests of the receiver and the narties to the
foreclosure, and in order to lift the burden of maintaining an un-
profitable part of the railroad, without the consent of tiie railroad
commissioners or of the state to the agreement, the United States
circuit court of appeals, second circuit, refuses to sanction or en-
force. It says that the right to construct and operate a street rail-
way is a franchise granted by the state upon considerations of the
public welfare; and any contract which disables the corporation
from performing its functions without the consent of the state, and
made to relieve the corporation of the burden which it has assumed,
is void as against public policy.
0:vIE COMPANY MAY BE ENJOINED FROM INTERFER-
ING BY PHYSICAL FORCE TO PREVENT THE RUN-
NING UPON ITS TRACKS OF .ALLEGED IMPROPER
C.\RS BY ANOTHER COMPANY.
Schenectady Railway Co. vs. United Traction Co. (N. Y. Sup.). 89
N. Y. Supp. 931. July, 1904.
The defendant having granted to the plaintiff the right to run its
cars over certain tracks, conditioned that it should not operate cars
of such excessive weight and size, or propel them at such excessive
rates of speed, as would endanger the defendant's property, and
subject it lo unusual difficulty or expense, it being stipulated that
until another type of car might \x agreed upon the plaintiff might
operate cars forly-eight feet over all, to weigh not to exceed twenty-
five tons when loaded, etc., the supreme court of New York, special
term, Montgomery county, in continuing an injunction against the
defendant during the action, restraining it from interfering by
physical means lo prevent the operation upon its tracks of certain
cars, holds that the defendant had not the right to decide for it-
self the questions involved in this controversy, and lo enforce com-
pliance therewith by physical force; that it should have resorted
to the courts for the protection of its rights and the justification of
its claims.
REASONABLENESS OF RULE PROHIBITING CARRYING
OF DOGS UPON CARS.
O'Gorman vs. New York & Queens County Railway Co. (N. Y.
Sup.), 89 N. Y. Supp. 589. July 28, 1904.
A rule excluding all dogs from cars, the second appellate division
of the supreme court of New York holds, is not unreasonable. It
says that a rule cannot be regarded as unreasonable which tends to
the comfort and safety of pasengers, and to the preservation of good
order, which it is a duty of a carrier of passengers to be vigilant
in seeking. It needs no argument to establish the fact that the in-
discriminate carrying of dogs upon the street cars of a large city
would be calculated to disturb the comfort and jeopardize the peace
and security of the passengers. A rule which discriminated as to
dogs would be practically unenforceable, as it would be impossi-
ble to expect passengers and conductors to agree as to which dogs
should not be carried. Such a rule might well be regarded as un-
reasonable, as it would necessarily tend to favor one person's dog.
while that of another would be rejected as unfit to travel with
human passengers. The defendant, not being compelled by the
law to carry dogs, could lawfully determine that it would carry
none.
CORPORATION OF ONE STATE NOT COMPLYING WITH
LAWS OF ANOTHER CANNOT MAINTAIN BILL IN
FEDERAL COURT IN LATTER ST.ATE TO GET USE OF
BRIDGE BETWEEN THE STATES.
Evansville & H. Traction Co. vs. Henderson Bridge Co. (U. S. C.
C, Ky.), 1,32 Fed. Rep. 402. Sep. 19. 1904.
The United States circuit court, in Kcntucia-, says that the com-
plainant, an Indiana corporation, which may be described as being
an interurban street railroad company, desiring to operate a road
from Evansville, Ind., to Henderson. Ky.. applied, among other
things, for a perpetual injunction restraining the defendant from
refusing to it the right to connect its tracks with the track of
the defendant, both at the Kentucky and at the Indiana ends of the
defendant's bridge over the Ohio river, and from refusing to com-
plainant the right to equip said bridge with wiring and bonding
appliances and necessary attachments for constructing, maintain-
ing and operating an interurban street railroad, propelled by elec-
tricity, upon, over, and across the defendant's bridge, approaches,
and tracks. But the court holds that a demurrer to the com-
plamant's bill must be sustained upon the ground that the bill could
not be maintained because, stated briefly, it did not aver nor show
that the complainant had complied with the requirements of the
constitution and statutes of Kentucky, that foreign railroad corpo-
rations must incorporate in that state to be entitled to the benefit
of the right of eminent domain, etc
50
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
REASONABLE TRANSFER REQUIREMENTS.
Horiiesby vs. Georgia Railway & Electric Co. (Ga.), 48 S. E. Rep.
339 Aug. II, 1904.
Where a street railroad company voluntarily permits passengers
to transfer from one of its cars to another and continue their jour-
ney without the payment of additional fare, the supreme court of
Georgia holds that it is reasonable to require, as a condition prece-
dent to the e.xercise of this right, that the passenger shall tender
the conductor of the second car a printed transfer check, which
must be used within a time indicated by punch marks on the check,
provided a car upon which the passenger can be conveniently and
comfortably transported passes the transfer point within the time
so limited. A person who fails to comply with such requirement,
and who refuses to pay fare, cannot recover for an expulsion from
the car, when he does not show that his failure to have a valid
transfer check was due to the fault of some employe of the com-
pany having authority in such matters.
It follows that no recovery can be had where the initial car does
not reach the transfer point until after the time indicated by the
punch marks on the check, and the passenger voluntarily leaves the
car before it reaches such point, and make an unsuccessful attempt
to walk to the transfer point before the time limit expires. In
such a case it is the duty of the passenger to remain on the car, and
give the conductor .in opportunity to make arrangements for his
transportation on the transfer car; and this is true even though it
is the custom of the company not to issue new transfer checks
where the initial car is delayed.
NO LIABILI TV FOR INJURY TO PASSENGER STRUCK IN
EYE BY TICKET PUNCH FALLING OUT OF CONDUC-
TOR'S POCKET— NO DUTY TO GUARD AGAINST CAS-
UALTIES WHICH CANNOT BE REASONABLY ANTICI-
PATED.
Cheyne vs. Van Brunt Street & Erie Basin Railroad Co. (N. Y.
Supp.) 626. July 28, 1904.
As an electric car on which the plaintiff was a passenger was
about to turn a corner the trolley pole came off the wire, and the
conductor, w-ho had been standing in the front of the car, with
the door open, rushed back through the car to the rear platform.
Something struck the plaintiff in the eye as the conductor passed,
which it was a fair inference was the conductor's ticket punch,
which the plaintiff had previously seen in the conductor's outside
pocket, and which the conductor returned and picked up after ad-
justing the pole. But while the occurrence was most lamentable,
in view of its serious consequences to the injured pasesnger, the
second appellate division of the supreme court of New York says
that it does not perceive any ground upon which the defendant
company could be held liable. Neither a common carrier nor any
other party upon whom the law imposes the exercise of care in the
discharge of duty is under a legal obligation to take precautions to
guard against casualties which cannot reasonably be anticipated
or foreseen. If its officers and agents had no reason to apprehend
a peril of this nature, it could not be said that the corporation
was guilty of negligence in failing to provide any safeguard against
it. It was suggested that the conductor's ticket punch should have
been safely secured in some manner ; but, even if this had been
done, it would have had to be held by a chain or cord sufficiently
long for the conductor to use it, and it was not apparent that a
fastening of this character would have prevented the accident.
LIMIT TO CONDITIONS WHICH MAY BE IMPOSED BY
A COMMISSIONER OF PARKS WHERE A COMPANY
HAS A VESTED RIGHT TO CROSS A PARKWAY.
People vs. Kennedy (N. Y. Sup.), 89 N. Y. Supp. 603. July 28. 1904.
The Brooklyn Heights Railroad Company having a vested right
to construct its lines to the city limits along Kingston avenue.
which right antedated the construction of what was called the East-
ern Parkway, which was a parked street or boulevard, the second
appellate division of the supreme court of New York says that it
must be assumed that the legislation giving control of this park-
way to the park department was made subject to the rights which
were then in existence, and that it did not confer any authority
upon the commissioner of parks to make any restrictions upon the
method of operating the street surface railroads which should cross
such parkway. The commissioner, as a condition of his consent,
could undoubtedly require any reasonable compliance with his sug-
gestions as to the location and construction of the tracks. He
might very properly specify the kind of paving which should be
laid, and might make suitable regulations in reference to any mat-
ters connected with the location or construction of the tracks; but
here his discretion ended. He could not go beyond this, and deter-
mine how the corporation should discharge its duties to the public
in the operation of its lines. That was a matter wholly outside of
the scope of the office of a commissioner of parks. Here the com-
pany had a vested right to continue its lines across the Eastern
Parkway, subject to such reasonable rules and regulations in re-
.'ipect to the location of the tracks, etc., as should be prescribed by
the local authorities having charge of such parkway ; but when the
parkway was reached and an application was made to cross it that
was granted coupled with a condition that "no motor cars nor any
other cars or conveyances except those used for express, repairs,
construction, and conveyance of passengers and material now in
ordinary use shall be permitted, and that all cars shall cross the track
singly, except where an accident has occurred making it impossible
for a car to be conveyed singly ; the intent being to forever prohibit
the use of trains operated by steam, electricity, or any other power."
The court holds that a peremptory writ of mandamus was properly
granted, on the relation of a corporation interested in certain real es-
tate and desiring to have the lines constructed across the parkway, to
compel the granting of a permit therefor, without such condition.
RIGHTS AND DUTIES OF COMPANY — RIGHT TO RUN
CARS SINGLY OR IN TRAINS — DUTY TO PERSONS
DRIVING OUT FROM YARDS— DUTY AS TO SPEED,
CONTROL, W.^TCHFULNESS DEPENDENT UPON CON-
DITIONS—DUTY TO TRY TO PREVENT COLLISIONS.
Butler vs. Rockland, Thomaston & Camden Street Railway (Me.),
58 -Atl. Rep. 775. July 26, 1904.
.\ street railway company, the supreme judicial court of Maine
holds, has the lawful right to operate its railway in the location
where it has been placed, and run its car singly or in trains upon
the track ; but it is its duty to do so, having due regard to the safety,
not only of travelers upon the street, but of tliose who have oc-
casion to cross the tracks in driving out from the yards of houses
situated along the railway.
The speed at which a car or train may properly be run, the kind
of control over it, and the degree of watchfulness imposed upon
those in charge must depend to some extent upon the surround-
ing conditions, such as the nearness of the track to the side of the
street and to the houses, the likelihood of persons driving out from
the yards, and whether the driveways are so situated that persons
driving out over thein can see or learn of the approach of cars
in season, with due care to avoid collision. The railway company
and its servants have a right to assume that all such persons will
tliemselves be in the exercise of ordinary care.
It is the duty of a street raihvay company at all limes to use due
care in view of apparent dangers, and those which may reason-
ably be expected, so to regulate the speed of its cars, so to have
them under control, and so to be on the lookout for a team about
to cross that those in the teams, if they themselves are in the exer-
cise of due care, shall not be put in jeopardy.
The person in charge of the car must exercise due care and judg-
ment, and the movements of the car must be regulated with refer-
ence to the apparent situation. If it be apparent that a collision is
likely to occur, it is the duty of the servant in control of the car
to be ready to use, and to use, if necessary, and when necessary, all
practicable means to prevent it.
AFTER-ACQUIRED PROPERTY AND RIGHTS UNDER
LEASES EMBRACED IN LIEN OF MORTGAGE.
Guaranty Trust Co. of New York vs. .Atlantic Coast Electric Rail-
road Co. (U. S. C. C, N. J.), 132 Fed. Rep. 68. Aug. 22, 1904.
A mortgage given by the defendant railroad company recited the
form of the bonds secured by it, which declared that the bonds were
secured by a mortgage upon "all the certain railroad and other
property, real and personal, and franchises of said railroad com-
pany, whether now owned or hereafter acquired by it." The con-
Jan. 20, 1905.]
STREET RAILWAY REVIEW.
51
vcyiiMcc clauses of the tiiorlgage limited its lien upon after-acquired
liropcrty to such properly, and to such rights acquired by lease from
(ilher railroad coiiipaivies, as should he "connected with or appurte-
nant to" the railroad of the defendant company specilically descrihcd
in the mortgage.
The United .Slates circuit court, in New Jersey, holds (i; lliat the
lien ni the mortgage embraced rights acquired by leases made after
the date of the mortgage to the defendant company by other rail-
road companies owning railroads connected with the defendant's
railroad, and being operated by the defendant company in connec-
tion with its own railroad and as a part of its railway system. (2)
That its lien also embraced the capital stock of, and a lease ac-
(piircd from, a new corporation, such new corporation having been
created for the mere purpose of subserving tlic interests of the de-
fendant corporation, which had paid for all the properly conveyed
to Iho new corporation, and assumed all its obligations, and the new
corporation having issued to the defendant company all its capital
stock and executed to the defendant company a lease upon all its
property for the term of 99 years, the existence of the new corpora-
tion being limited by law to 100 years, and the railroad of the new
corporation being operated by the defendant company in connection
with its own railroad and as a part of its railway system. (3)
That its lien also embraced a line of railroad constructed by the de-
fendant company which was operated by the defendant company,
in connection with its own railroad and the railroads on which it
had secured leases, as a single railway system. (4) That its Hen
did not embrace a hotel property which did not appear to be in
anywise connected with the operation of its railway system.
V.'\LIDITY OF CONTR.'\CTS WITH STEAM RAILRCAU
COMPANY WITH REGARD TO BRIDGE AND NOT TO
REDUCE FARES.
Raritan River Railroad Co. vs. Middlesex & Somerset Traction Co.
(N. J.), s8 Atl. Rep. 332.
A railroad company, incorporated under the general railroad law
of New Jersey of 1873, was maintaining certain bridges whereby
the highway was carried over its tracks at an elevation ; the duty
to maintain the bridges being imposed upon the railroad company
in behalf of the public by statute. A traction company proposed to
construct a line of tracks along the highway, and to that end de-
sired to strengthen and reinforce the bridges, so that they would
sustain the increased weight of traffic placed upon them by reason
of the maintenance and operation of the traction road. By agree-
ment between the railroad company and the traction company, the
former gave consent that the latter might strengthen and reinforce
the bridges, and the parties agreed thereafter to share equally the
cost of their maintenance and repair; the traction company being
given the right to repair the bridges on default of the railroad
company to do so, and the railroad company agreeing to pay one-
half the cost thereby incurred. The court of errors and appeals of
New Jersey holds that this consent and agreement of the railroad
company furnished a valuable consideration to support reciprocal
covenants on the part of the traction company. It further holds that
an agreement made between a railroad company and a traction com-
pany, whereby the former gives consent that the latter may con-
struct a traction road across the line of the railroad at grade, and
settling as between these parties the mode of crossing, is not void
because made without application to the chancellor to define the
mode of crossing under the statute.
The court says that it was not necessary to question whether the
continuing obligation of the railroad company to keep up the bridges
in accordance with the growing demands of travel extended to their
reinforcement and maintenance under the extraordinary weight of
trolley tracks and roadbed and the operation of trolley cars. Assum-
ing that to be so, the traction company was still (in the absence of
agreement of the railroad company) left in the situation of a mem-
ber of the general public having a great practical interest in the
proper performance of this public duty by the railroad company, but
without direct means of its own to specifically enforce such perform-
ance, and without redress for non-performance unless it should
be specially damnified. Under these circumstances, an agreement
settling as between these parties that they would equally bear the
expense of maintaining the improved bridges, and giving to the
traction company the right to do the repairs and charge one-half
the cost to the railroad company, icnded to avoid litigation between
the parlies about the matter, and had such value to llie traction com-
pany as lo furnish consideration (or its reciprocal sllpulalioiis.
An agreement, made between a railroad company ami a compel 1-
lor, llial during a limited period the former company "will not re-
duce its present rales of fare, unless required by law," ihc court
holds, is not contrary to public policy as established in New Jer-
sey,
A PRACTICALLY NEW ROAD CANNOI BE CON-
SIRUCTED AS AN EXTENSION WITHOUT THE CER-
TIFICATE OF THE RAILROAD COMMISSIONERS-
HOW STATUTE SHOULD BE CONSTRUED,
.\'ew York Central & Hudson River Railroad Co. vs. BuiTalo & Wil-
liamsvillc Electric Railway Co. (N. Y. Sup.), 89 N. V. Supp.
418. July 6, 1904.
In construing a statute with the wide scope of one requiring the
certificate of the board of railroad commissioners to precede Ihc
construction of a railroad, the fourth appellate division of the su-
preme court of New York says that a practical and sensible inter-
pretation, rather than a metaphysically literal one, should be given
lo it. The privilege accorded to a street surface railroad company
"to extend its road or construct branches" thereof without applica-
tion tc^ the board of railroad commissioners must be reasonably con-
strued, having in view the general policy of the slate which submits
to that body the determination of the necessity of the new road. If
the branch proposed to be added to the main trunk will in fact be
the corpus itself, if the contemplated extension really will com-
pose the main body, then it will be a parody on the statute to permit
the branch or extension to be added without the permission of the
railroad commissioners. A company organized to construct and
which is operating a street railroad a mile in length ought not to
be permitted to add too miles, without the consent of the railroad
commissioners, on the pretext that the construction is a mere ex-
tension of the main line. The term "extension" conveys to the
mind an enlargement of the main body, the addition of something
of less import than that to which it is attached.
As to the suggestion that the defendant could accomplish its pur-
pose by adding a few miles of the road each year, the court an-
swers that that may be true. No exact rule, like the rate of inter-
est, may be laid down applicable to every case. A proposed improve-
ment in one instance may be clearly construed an extension, and in
another it may be equally clear that the extension is intended, in ef-
fect, to be a new road. The court appreciates that it often may be
very difficult to determine whether a contemplated addition to an ex-
isting road is an extension within the scope of the statute or a new
road, thus requiring the preliminary certificate of the board of rail-
road commissioners. Unless there is additional legislation defining
what constitutes an extension, the courts must dispose of each case
as it is presented on its own merit. In that disposition the policy
of the legislature to vest in one tribunal the authority to determine
as to the propriety of constructing a road will be a pregnant cir-
cumstance ; that is. the legislature, in its wisdom having vested a
board with this power, the courLs, in their decisions, should proceed
as far as possible in harmony with the legislative intent, especially
as the tendency is to enlarge, rather than to restrict, the powers of
that body.
A COMPANY LIABLE FOR INJURIES FROM XON-REPAIR
OF PAVEMENT CANNOT BE CHARGED WITH COST
OF AGREEMENT WITH CITY FOR REPAIRS IN CON-
TRACT FOR PAVING.
Fair Haven & Westville Railroad Co. vs. City of New Haven
(Conn.), 58 Atl. Rep. 703. Aug. 12, 1904.
This was an application for relief from an assessment against the
company for the cost of certain asphalt paving. The supreme court
of errors of Connecticut says that the city paid to the contractor a
certain sum per square yard for laying the pavement and agreeing
to keep it in repair for 10 years, said agreement being secured by a
bond to the city. The award of the trial court was based upon this
sum. It was clear, therefore, that an amount was included which
represented cost of repair.
On the question of the propriety of this inclusion, the court says
52
STREET RAILWAY REVIEW.
[Vol.. XV, No. I.
that an act was passed in 1897 which was clearly intended to meet the
situation where pavements are laid with a guaranty, as here. It pur-
ports to amend the act of 1895 so that not only the cost of laying
a pavement, but of an agreement to keep it in repair for a period
not CNceeding 15 years, might be considered in determining the
cost of each square yard which the city might collect of the per-
sons and railroad companies, as provided in said last-named act,
which was the act under which the present charge was made against
the company. If the necessary eflfect of the execution of the act
of 1897 was to impose upon a street railroad company standing in
the position which the plaintiff occupied a double burden, arising
out of the duty cast by law upon it to keep in repair the specified
portion of the highway through which it operated its lines, or if,
in the application of the act to the circumstances of the present
case, such became its effect, it was plain that the action of the
court could not be supported. It was unnecessary to inquire whether
conditions might not exist or be created under which the act might
operate not only justly, but also favorably, to all parties, and in vio-
lation of no constitutional prohibition.
The plaintiff before the statute of 1897 was under the statutory
duty of keeping in repair so much of every highway in which its
tracks were laid as was included within them, and a space of two
feet on the outer side of the outer rails thereof. The space thus
specified corresponded substantially with that for the paving of
which the present judgment required the plaintiff to pay the city.
Liability for all damages resulting from injuries caused by the fail-
ure of the plaintiff in its duty to repair was also imposed upon it.
This duty and liability have never been removed by express legis-
lation. The act of 1897 contains no provision for such removal, or
a conditional or qualified removal. In the absence of any express
provision to that effect, it can scarcely be presumed that the legis-
lature intended that a resort by the city to the course of action au-
thorized by the act should, with respect to the particular piece of
highway involved, operate to shift the burden of duty, and con-
sequently of liability, from railroad to city, with all the resulting
confusion to the parties and the public with regard to matters of
frequently grave concern.
In the present case we find the company, which remains under
the duty of maintaining the highway in repair, and the liability for
the results of non-repair, called upon to pay the cost of an agree-
ment on the part of a third party to do a certain share of the re-
pairs involved in the statutory duty for a specified term. To this
agreement it was not a party. The bond given to secure perform-
ance of the agreement did not run to it. Surely there was left
upon it, from the point of view of legal rights, some share of the
burden which it had been compelled to pay others to assume.
Wherefore the cause was remanded for a deduction from the
amount of the assessment confirmed and established by the judg-
ment of the court below of the cost to the defendant of the agree-
ment to repair, in so far as said cost related tcv the pavement for
which the plaintiff was charged in said judgment.
INJURY TO INTENDING PASSENGER BY FALL OF TROL-
LEY POLE .^ND CAR SIGN— CARE OWED TO PERSON
APPROACHING CAR TO BECOME A PASSENGER—
WHEN ONE BECOMES A PASSENGER — NEITHER
ONE WHO HAS JUST ALIGHTED FROM, OR IS
ABOUT TO BOARD, A CAR H.\S THE RIGHTS OF A
PASSENGER.
Duchemin vs. Boston Elevated Railway Co. (Mass.), 71 N. E. Rep.
780. Sep. 7, 1904.
The turning point of this case was the question whether a foot
traveler on the highway, who is approaching a street car stopped
to receive him as a passenger, and before he actually has reached
the car, is entitled to the rights of a passenger in respect of that
extraordinary degree of care due to passengers from common car-
riers of passengers, at least so far as any defect in that car is con-
cerned. In other words, the question was whether the jury should
have been instructed that the defendant owed to the plaintiff (who
was injured by the fall of a trolley pole and car sign) the same
high degree of care while he was approaching the car, and had not
yet reached it, that it would owe to a passenger.
It is apparent, the supreme judicial court of Massachusetts says,
that a person in such a situation is not in fact a passenger. He
has not entered upon the premises of the carrier, as has a person
who has gone upon the grounds of a steam railroad for the pur-
pose of taking a train. He is upon a public highway, where he
has a clear right to be independently of his intention to become a
passenger. He has as yet done nothing which enables the carrier
to demand of him a fare, or in any way to control his actions. He
is at liberty to advance or recede. He may change his mind, and
not become a passenger. Certainly the carrier owes him no other
duty to keep the pavement smooth, or the street clear of obstructions
to his progress, than it owes to all other travelers on the highway.
It is under no obligations to see that he is not assaulted, or run
into by vehicles or travelers, or not insulted or otherwise mistreated
by other persons present.
Nor docs the court think that as to such a person, who has not
yet reached the car, there is any other duty, as to the car itself,
than that which the carrier owes to all persons lawfully upon the
street. There is no soimd distinction as to the diligence due from
the carrier between the case of a person who has just dismounted
from a street car and that of one who is about to take the car, but
has not yet reached it. In the case of each the only logical test
to determine the degree of care which the person is entitled to have
exercised by the street railway company is whether the person actu-
ally is a passenger, or is a mere traveler on the highway. The court
thinks that a present intention of becoming a passenger as scon as
he can reach the car neither makes the person who is approaching
the car with that intention a passenger, nor changes as to him the
degree of care to be exercised in respect of its cars as vehicles to
be used upon a public way with due regard to the use of the same
way by others. The defendant incurs no responsibility to exercise
extraordinary diligence by making an express contract, but only by
its exercise of the calling of a common carrier; and its obligation
as such does not arise until the intending passenger is within its
control.
The court is unwilling to go farther than the doctrine stated
in Davey vs. Greenfield Street Railway Co., 177 Mass. 106.. 58 N. E.
172, that, when there has been an invitation on the part of the car-
rier by stopping for the reception of a passenger, any person ac-
tually taking hold of the car and beginning to enter it is a pas-
senger. And the court holds that if the instructions allowed the
jury to find for the plaintiff only in case the car had reached a
usual stopping place, and had stopped to receive him. there was
error in ruling that under those circumstances, and before he had
actually reached the car, he had a right to have the defendant ex-
ercise as to him that extraordinary degree of care due to passen-
gers. So long as he remained a mere traveler on the highway, al-
though walking upon it for the sole purpose of taking the car, the
defendant did not owe him any other duty than that which it owed
to any person on the highway. Whether one just has dismounted
from a street car, or just is about to board one, he does not have
the rights of a passenger.
DUTY TO AVOID FRIGHTENING ANIMALS— NOT RE-
QUIRED BY STATUE TO STOP C.^RS AT RAILROAD
CROSSINGS.
Georgia Railway & Electric Co. vs. Joiner (Ga.), 48 S. E. Rep. 336.
.Aug. ir, 1904.
It is the duty of a street railway company, in operating its cars
along a public road, the supreme court of Georgia holds, not to in-
terfere with the rights of individuals using such road by other
modes of travel, by making unusual and unnecessary noises, such
as aj-e likely to frighten animals along such road; and for dam-
ages resulting from a breach of such duty the company is liable.
Section 2234 of the Civil Code of Georgia of 1895 providing that
•'all engine-drivers and conductors must cause the trains which
they respectively drive and conduct to come to a full stop within
fifty feet of the place of crossing," where the tracks of separate
and independent railroads cross each other, does not apply to a
street railway, so as to compel it to stop its cars before crossing a
steam railroad track.
•-►>
The Brooklyn Rapid Transit Co. is planning to purchase a large
tract of land near its West End terminal at Coney Island, on which
it will build sidings to receive sufficient cars to comfortably accom-
modate the great crowds carried to that resort.
December Meeting New England Street Railway Club.
The rosiilar inonthly nicctiiiR of tlic New EnRlaiul Street Rail-
way Club was held on the evening of December 29th, at Pierce
llnll, Copley Sq., Boston, with President Ncal in the chair. After
I he general business of the evening had been disposed of, the niem-
licrs of the club were addressed by Mr. Victor Angcrer, vice-presi-
dent and general manager of Wm. Wharton, jr., & Co., Inc.,
I'hiladelphia, on the subject of Special Track Work. The lecture
wns illustrated by many lantern slides and was received with much
interest by those in attendance, among whom were a number of
members of the New England Railroad Club.
Mr. Angcrer stated at tlie beginning of bis address that he had
had some doubts as to the interest of frogs and switches as the
subject of an address prior to the October meeting of the club, but
that these doubts had been dispelled by the papers read at that
lime on the general subject of track. (These papers were ab-
stracted in our November issue.) He said that the term "special
work" is of comparatively recent origin in railway circles, and that
he could not trace it back more than ten years. In steam railroad
work the term "Specials" was used in reference to switches and
frogs as dislinguisbcd from "Standards," but today this term
"Special Work" is quite generally understood and used by railway
men, although it has not as yet been accepted by either Webster's
or the Century Dictionary. Mr. Angerer advised the use of the
term "Special Track Work" as being more definite, even at the
sacrifice of the time required to speak or write the additional word.
Throwing a picture of a horse car upon the screen, the speaker
stated that if street railway men still had to deal with the "corn
fed" motor, curves and switches would indeed form an unimportant
part of their systems. It would not be necessary to dwell at length
upon the special track work of those days. Mr. Gilbert Hodges
has told the club how the curves were made out of short cast-iron
sections, and how these were improved 32 years ago by Wm. Whar-
ton, Jr's., rolled and cold bent grooved rails made of Bessemer
steel. In New England these grooved or guard rails were generally
used on the inside of curves only, to guide the cars, and a flat
steel bar was used on the outside rail, on which the outer wheels
of the cars traveled on their flanges. The switches, frogs and
crossings were made of cast-iron, and a little later, by some manu-
facturers, of chilled cast-iron of a thickness of 2V< to 3 inches, and
spiked to wooden stringers, the entire construction being very sim-
ple. It gave what was considered excellent and long service in
those days. Mr. Angerer then showed a piece of flat curved rail
which was in service 19 years in quite an important place in New-
Orleans. The manager of those days did not have to worry about
the rail at all, and the track boss only very little. When the cars
ran oflf the track somewhat too frequently at curves all the latter
official had to do was to put in a few additional spikes to hold the
rails down and to gage. Renewals were easily and cheaply made.
Mr. Angerer said that he was not sure that if it were not for the
difficulty of holding up the joints and the tendency of the wooden
stringer to rot, many of the audience would not wish, for thi.^
feature of easy renewal, to go back to some modified form of this
flat rail system, with probably only some better metal than cast-
iron in the frogs and switches. In fact, the flat rail system itself
has not entirely died out at the present day, and there are still a
number of samples of special track work of this kind in American
electric car service. In the old days, even in the public streets, and
especially at terminals, special track work was often supplanted by
other mechanisms, such as transfer tables an<l turntables. A slide
was then shown of this sort of construction, followed by a photo-
graph of a car which contained such a piece of special track work in
itself. The car body was mounted on a truck, on which the car
could be completely turned around.
The drawbacks of the llat rail system led to the introduction of
the girder rail, and in 1877 the first rail of this kind laid in this
country was put down in San Francisco. In the early 8o's the John-
son Steel Street Rail Co. made a specialty of rolling girder rails for
street railways. It was soon followed by the North Branch Steel
Co.. controlled by Wm. Wharton, jr., & Co., Inc.
Girder rails with and without a base were then put into use,
generally mounted on chairs, which in turn were spiked to the
wooden cross ties, or on the cable railways, which then were largely
introduced into the principal cities of the country, mounted directly
on the cast-iron yokes. The special work consisted of curves bent
from rolled rails corresponding in general form to the girder rails
used in the straight track, but provided with a guard to guide the
car wheels— in short, "girder guard rails." They were also mounted
on chairs.
Switches, frogs and crossings were of three distinctive kinds:
iMrst, the old casl-iron or chilled cast-iron work, modified to be set
directly upon the cross ties without the interposition of the wooden
stringer, and provided with brackets or pockets on the ends to re-
ceive the adjoining girder rails. Second, work similar in construc-
tion, but lighter, made of cast-steel or mitis steel. Third, work
built up of pieces of girder rail, planed and shaped to suit, and then
riveted or bolted together, following out the idea of adapting to
street railway track the practice of steam railroads in the con-
struction of frogs and crossings out of pieces of rail bolted together.
I'he first kind continued in favor for some time. The surface of
the chilled cast-iron was harder than the other two kinds, only the
joints were not in keeping with the rest. The second kind, espe-
cially in those days, proved too soft or too porous to warrant the
greater cost. In the third kind, the built-up work, one great ob-
jection was that the bolts and rivets became loose, and not being
accessible as in steam railroad track to receive constant attention
and tightening up, but being buried in the pavement of city streets,
could not get the proverbial "stitch in time," so that the work under
the action of team traffic and the light street car traffic shook apart
before being worn out. The cable railways and then the early
electric roads soon demonstrated that something far better was
wanted.
In straight track the question was met by heavier and higher
girder rails, up to 9 in. in height, which could be put down without
chairs, with longer joint plates and some patent joints that were
fairly satisfactory. For the curves, guard rails of similar general
outline were soon provided, in some cases taking the same joints
as the straight track girder rails. The problem of switch, frog and
crossing construction was solved for the time being by several dif-
ferent types of work: First, steel castings made as nearly as
possible to join up to the rolled rails, somewhat improved in
quality, but still softer and more porous than the rolled rail.
Second, steel castings with pieces of the rolled rail electrically
welded to the ends, to overcome the objectionable inaccurate fit
of the joint plates on the ends of the first kind, and also to reduce
the number of joints in a given layout. Third, chilled cast iron,
with rolled rails cast into the ends, with the joints, and therefore
as good as the rest of the track, but while hard the construction
was too brittle. Fourth, rolled rails planed and fitted similarly to
the built up work, but instead of being bolted or riveted, they were
united by molten iron being run through and around the rails,
eliminating the disadvantage of the bolted work, and at the same
time giving the same metal, i. e., rolled steel rail, on all surfaces
throughout the special track work. Fifth, a combination of cast
iron and rolled rails somewhat similar to the fourth kind described
but with the cast iron in some parts exposed to wear. Some of these
types are still used in places where the traffic is so light that it
does not warrant putting down a more expensive kind of work, but
all these forms have one common point of weakness. The parts
which receive the greatest wear, where the same surface has to bear
the traffic of more than one line, or where a narrower surface than
the width of the wheel tread has to support the weight of the car.
naturally wear down much faster than the rest of the work,
and when the wear at these points becomes objectionable, the entire
piece has to be removed and replaced. This weakness is inherent
in all frogs, including steam railroad frogs built up of ordinary rails,
but it is immensely accentuated on street railways by the narrower
wheel treads which the companies are compelled to use. The width
of the wheel tread cannot be wider than the head of the rails, ivith-
54
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
out danger of striking projecting paving stones on the outside
of the rails, and the width of the raid head is again in many cities
restricted by ordinance, mostly dating back to the old horse car
times. This width of trca<l is in most cases insufficient to span the
groove of an intersecting track at the point of a frog, or of the
main track in branching oflf at the point of a mate. It therefore
has always been considered almost necessary in street railway work
to provide at intersecting grooves a riser or flange bearing. In this
construction the groove is filled up at its bottom so that the flange
of the wheel will bear on this filler, and the wheel runs on its
flange, where it theoretically loses its tread bearing. In castings
the metal of the casting itself is carried up ; in built-up work separate
pieces of metal are inserted, or the work constructed from specially
rolled rails with shallow grooves. But the surface of a wheel flange
presents a cutting edge rather than a hearing surface, and conse-
quently these insets in work of this kind are soon cut down, and
then the wheels commence to pound and quickly destroy the parts
where they have such an insufficient hearing, or where they have to
jump across the space of the intersecting grooves.
The attempt to protect these parts led to what has been known
for the past ten years as "hard center work," and from that time
dates the battle royal between the special track work on one
side and the wheels, increasing weight of cars and frequency of traffic
on the other side, almost like the battle between armor plate and
the gun, projectiles and new explosive substances in somewhat less
peaceful pursuits.
Two principal ideas were followed in working up this problem.
The one was to provide a separate comparatively small piece or
plate, commonly termed the "center," at these points of greatest
wear, which, when worn out, could be easily renewed without dis-
turbing the rest of the work. Incidentally, these centers were made
of a somewhat harder metal than the surrounding parts. The
otlier idea was to provide a metal in these centers which would
so much better resist wear that the parts made of this metal
would remain serviceable as long as the surrounding parts made
out of the usual Bessemer rail. Various metals were tried, and a
multitude of methods of fastening the centers into the pieces were
designed and placed in use.
In one case the body of a frog was made of cast steel, with a
recess in the center, into which was set a plate of Harveyized
steel, with the grooves planed out before Harveyizing; the sides
of the recess being undercut, and the sides of the plate beveled
or provided with projections, zinc or similar metal being run into
the space between the plates and the recess, forming a key to retain
the plate in place. The plate could be removed by chipping or melt-
ing out this zinc key. The body of this frog was sometimes made of
cast iron instead of cast steel, with rails cast in the ends in conform-
ity with the method described in the earlier girder rail special work
without hard centers. The zinc key has since been supplanted by
various holding devices, such as wedges, or other keepers. An-
other method consisted simply in bolting down the plates. A
further scheme now practiced, is to cast plates of chrome sleel
with projections, so that a round cylinder of zinc or other soft metal
will interlock between these projections and the body of the piece,
the idea being that this round cylinder of soft metal can be drilled
out, the lock thereby destroyed and the plate lifted.
Another idea is represented by a frog in which tlie center con-
sists of a piece of Tungsten steel, i. e., self-liardening tool steel.
This steel is placed in the mold in the foundry and the cast steel
forming the frog or other special piece is cast around it. In cooling
and shrinking it secures the center permanently in the structure.
This of course can be done only with a metal like self-hardening
tool steel, which does not lose its hardness with the heating which
it receives in the mold.
Another method is to produce a frog or other special piece with
a recess for the reception of the center, carefully machine both, and
then, by heating the main body, expand the recess, insert the center
and let the main body shrink onto the center similarly to the man-
ner in which a wheel tire is shrunk upon a wheel. It is self-evident
that the metal in the center must be machinable, and susceptible of
hardening afterward like the ordinary tool steel.
A method, in which incidentally, there is a possibility of the
renewal of the center, but which really belongs to the second cate-
gory, consists of a cast center of manganese steel, provided with
lugs which project through the main body of the piece, and by
which the center is securely anchored down by means of heavy
keys or wedges driven through openings in the sides of the body.
A bed of zinc is interposed between the center and the main body
to insure a solid bearing throughout. The body of the piece is
made of cast-iron or cast-steel, with rails cast in the ends. The
renewal of the plates necessitates the removal of a few paving
blocks, to get at the openings in the sides in order to drive out the
keys. After the zinc is partially melted out, but as.it is the inten-
tion that such renewal should only be necessary in case of accident
to the center or development of a hidden defect in it, this does not
present any serious difficulty. In a recent modification of this type
of work, large bolts and nuts are employed to hold the center down,
instead of nuts and keys. These bolts and nuts are entirely sur-
rounded by the zinc, which also forms the bed, in order to keep them
from turning and rusting. Should the renewal of these centers be-
come necessary, it can be accomplished without the removal of any
paving blocks, by melting or chipping out the bolt heads, and un-
screwing them with a socket wrench.
Still another method of protecting the points of greatest wear
without the use of a separate center is found in locally Harvey-
izing the surface of these parts in ordinary steel castings which con-
stitute the pieces.
Mr. Angerer then exhibited several specimens of the various
metals employed for centers. The first was a piece of Harveyized
steel center. Harveyizing is a case hardening process of ordinary
steel, in which, however, the hardness is carried to some depth
below the surface. The line of demarcation visible on the sample
shows that the hardness penetrated to a depth of about % in. The
surface is quite hard, so that a drill will hardly touch it, but right
below the line it is quite soft. It can easily be drilled below the
thin, hard shell. The sample showed cracks and a flaking tendency
of this brittle shell, where it was struck by the blow that broke it.
The second sample was a piece of chrome steel, in the natural cast-
ing as used in centers. It is rather soft throughout, and the sample
was quite porous. A forged piece of the same metal showed greater
density, but it was not unduly hard, at the same time showing con-
siderable strength and being rather brittle. The third sample was
a piece of tungsten steel, which is known to machinists as self-
hardening tool steel. It is susceptible of being made exceedingly
hard, so that an ordinary drill will not touch it. It is very brittle
and sensitive to shock. Mr. Angerer easily broke a piece of this
iTietal with a small hammer to illustrate this point. The fourth
sample was regular carbon tool steel. This can be hardened to with-
stand the drill, but it becomes more brittle as the hardening pro-
ceeds, and in the large, irregular mass of a center does not seem
to lend itself well to thorough and uniform hardening. Fifth, nickel
steel was shown. The speaker stated that nickel steel had not, to
his knowledge, been used to any extent in centers for street railway
special work, although it has been used in rails. It is known for
its great strength, but is also brittle and not as hard as would be
supposed. It can be drilled quite easily.
The sixth and last sample shown was of manganese steel. The
October meeting of the club brought out many interesting points in
connection with this steel in service, through Mr. Steward's paper
on the maintenance of elevated track in Boston. Mr. Angerer said
that he hoped it was with pardonable pride that he made the state-
ment that the company with which he is connected, after many
experiments, first realized the merits of manganese steel for track
purposes, although others had also experimented with it. When
properly treated manganese steel is generally recognized as the best
known metal for the purposes described.
Manganese steel was invented, or discovered, by Mr. R. A. Had-
field, the great iron master of Sheffield, England. He confided his
patent rights and processes for use in the United States to the
Taylor Iron & Steel Co. of High Bridge, N. J., from which Wm.
Wharton, jr., & Co., Inc., acquired the right for the use of man-
ganese steel in track work. Mr. Hadfield discovered that an alloy
of over 6 per cent and less than 20 per cent of manganese possessed
the remarkable property that while already very hard, when heated
to a high temperature and suddenly cooled by plunging in water, it,
in exact reverse to the action of the usual hard steels, became more
ductile, and tougher, without losing its inherent relative degree of
hardness. This combination of hardness and toughness, when in
proper relation, produces its great wearing qualities. Incidentally,
manganese steel of the composition mentioned is non-magnetic, by
which property it can easily be recognized, as practically all other
alloys are magnetic. Mr. Hadfield's first patent covered an alloy
Jan. is, 1905,]
STREET RAILWAY REVIEW.
55
with the percentaRC of manganese stated. Tliis patent expired a
couple of years aRO, and the production of an alloy of this descrip-
tion is public iiroporty. It has consequently hccn used by a number
of (lifTcrcut mannfacfurers with success. Mr. Iladfield's invention
was not alone ihe discovery of this alloy, but also the proper de-
velopment of its properties throuRli treatment, to produce the hiRli-
est and best combination of hardness and toughness suitable I"
such purpose, and for which he obtained a number of subsequent
patents. The proper Irealment of manganese steel is in itself an
art which can only he learned by years of experience, somewhat on
the line, but of course on a higher plane, of the art of the experi-
enced tool dresser, of producing a good tool from a piece of given
tool steel where others fail.
Mr. Angorcr then performed a number of interesting experiments
before the club on dilifcrent pieces of steel, drilling them for a
definite period, comparing the holes and impressions, bending them
by pipe levers, striking them with hammers and testing their mag-
netic properties with an electro magnet. The drill was driven by
belt from a small iio-volt motor, and the spindle lever weighted
so that the same pressure would always be applied to the work.
Manganese steel is a metal exceedingly difticult to handle in the
foundry. .Xs its hardness is great and its shrinkage is enormous
compared with ordinary steel making, the production of intricate
castings is quite a serious problem. In making the curved rails for
the Boston Elevated Ry. Co. the molds had to be 20 ft. 7 in. long
in order to obtain a casting 20 ft. long. The ultimate strength of
manganese steel is very great, the maximum elongation being 50
per cent, after proper treatment. The drawback to its more gen-
eral use for various purposes is that it cannot he machined, and all
finishing has to be done by grinding with emery wheels. When the
metal is treated properly it can be bent almost double, while less-
treated specimens break more or less readily. The drilling test
produces hardly any impression on the metal, while the same drill
in the same time of one minute will drill a deep hole in the ordinary
Bessemer steel rail.
There are many articles in which manganese steel is used with
great success, such as stone crusher jaws, dredger pins, and points,
screens for coal mines, mine car wheels, etc., and of late years for
burglar proof safes, with which some remarkable tests have been
made, providing practically dynamite proof construction. Mr.
.\ngerer then stated that any of the members who may have had
the experience of a visit, or fear the visit of cracksmen to the car
barn safe where the day's receipts are supposed to be locked up,
would undoubtedly be interested in the doings of the Manganese
Steel Safe Co. of New York.
The results obtained from the use of hard center work can now
be pronounced satisfactory in a general way, and probably no street
railway would consider the use of anything else in important and
complicated layouts. Some steam railroads have also adopted hard
center work for their tracks in streets and for sidings. The renewal
of the centers has sometimes not proven an entire success. If both
lines crossing the center are about equally worn, a good job can be
made by the renewal, but where one line is worn considerably more
than the other, only one line can be made fairly good by the renewal,
as the ditfcrcnco in wear can in no practical way be compensated
for in the new center.
The idea of having the center remain serviceable as long as the
surrounding parts has been practically accomplished by the man-
ganese steel centers, except in cases where defects have developed.
One curious result appeared through the fact that it is impossible
to construct the center in exact proportion to the wear at each point
of its surface. These parts of the center which carry the wheel on
its full tread do not wear down as fast as either the point or the
parts of ordinary steel beyond the center, so that after some service
these places appear as hills in the track and make the cars ride a
little roughly, apparently calling for a renewal of the center, although
the center is not by any means worn out. A better way to remedy
this trouble is to grind the high places off from time to time to re-
establish the surface of the track.
In special track work the joints have given remarkably little
trouble, due undoubtedly to the greater stability of curves over
straight rails, and the great stability of the heavy special pieces.
The ever-increasing weight of the pieces, however, is a source of
much worriment to the track man, and the handling of the pieces
is attended by great difficulty. Modern appliances, such as cranes,
are now introduced to facilitate this. The bugbear of special work
is the compromise joints at the end of a layout where it joins up
to the previous sections of rail used in the straight track. No mai-
ler how carefully a compromise joint is fitted in the shop to avail-
able pieces of rail, the rail in the ground is liable to vary from
these, and an inferior joint is produced. This difficulty has to a
l.irge exient been overcome by the use of compromise rails, i. e.,
short pieces of the sections to be connected with, joined together
by some welding process, like cast-welding.
The weakest part of special work today is the tongue switch, or
better, the pivot part and Ihe heel of the tongue. The tongues them-
selves, made of hard forgcfl or manganese steel, with hard metal
beds, wear well enough, but the pivots and the supports at the heel
end have to a great extent proved insufticient (o withstand heavy
service. It remains to be seen what is the best solution of this
problem. Where the curve is comparatively little used, an un-
liroken main line switch can often be installed to advantage, and the
great wear at the heel from the main line traffic be obviated.
In late years the improvcmcnis in special track work of all kinds
have mostly consisted in the strengthenin,g of each piece to meet
Ihe ever-increasing weight of cars and in the finer working out of
details. The lines of special work layouts, to insure the smooth
running of cars on curves, have been greatly improved by the intro-
duction of casements or spirals on the ends of curves, although
this has to a large extent been overdone. Mr. Angerer then showed
a slide illustrating one of the simplest spirals, with changes of
curvature every 3 ft. 6 in., and intended to be used for curves up to
62 ft. 6 in. central radius. By simply dropping out the first few
radii a 100 ft. radius switch can be set into this spiral without dis-
turbing the alignment of the balance. Spirals for curves of larger
radii arc derived from this base spiral by multiplying the base
functions by i',4, 2 and 3 respectively, and these four spirals cover
the entire field up to curves of 500 ft. radius. There are several
systems of spirals in use, prescribing ten or more different spirals
to cover this range. Each manufacturer and many of the large
street railways have systems of their own in regard to spirals, re-
quiring different calculations for each one to apply them to special
work layouts; while practically, when laid down alongside of each
other the lines of all these different spirals for a curve vary less
than 14 in. at any one point. Some uniform .standard in street
railway spirals is badly needed. Mr. Angerer stated that he would
be glad to present this data of a simple spiral to any one of the
audience who would communicate with him.
Summing up the development of special track work as used in
paved city streets, this progress has been marked by four distinct
periods. First, the flat rail period prior to 1884. Second, the early
girder rail period, with cast-iron or built-up switches and frogs.
from 1884 to about 1891. Third, the intermediate girder rail period,
during the development of electric railways, with work of rails
cast together, or cast steel in special pieces, from 1891 to 1895, and,
fourth, the hard center work period. In one place in Boston, Wash-
ington and Hanover streets, each of the latter three periods has
licen illustrated. The work of the second period was installed in the
summer of 1890. The material weighed 82,500 lb. and cost about
?3,ioo, or an average of 3^ cents per lb. It was worn out and
renewed with the work of the third period in the spring of 1893.
having lasted about 2 years and 9 months. The material in this
layout weighed about 100.000 lb., and cost a little below $5,000, or
5 cents per lb. It lasted until the summer of 1897, or a little over
4 years. It was replaced by manganese steel hard center work,
which has been in service ever since, with tlie exception of a few
centers and about three pieces out of a total of 76 pieces, which
were renewed within a year or so. This layout has lasted nearly '14
years — a gain of about 100 per cent in the service obtained. The
material weighed 142,500 lb. and the cost in 1897 was about $5,700,
or only about 4 cents per lb., notwithstanding the expensive metal
used in the centers. However. 1897 was a year of cheap material.
Pig iron was then $11 to $11.50 per ton. T-rails sold at $20 per ton
at the mill and girder rails at $24. Today this layout would, on
account of the use of a heavier rail and some strengthening of the
pieces, weigh 155,000 lb. and cost about $7,700, or a little less than 5
cents per lb. — an increase of over 25 per cent since 1897; while of
the raw materials, pig iron has increased 50 per cent to $16.50 or
$17 a ton, and T and girder rails increased 40 per cent to $28 and
$34 per ton respectively.
It is impossible to state how long such a piece of work should
last. It depends on the amount and condition of traffic, weight of
56
STREET RAILWAY REXTEW
IV,
XV. No. 1.
cars and passengers, speed, weather conditions and the tendency
of the wheels to slide or turn at some points. No uniform basis
can be established. Mr. .Angerer stated that he had tried by means
of careful impressions taken of track in the street to average the
wear of manganese steel centers per car, but he found it impossible.
The results he obtained varied from .0012 in. to .0020 in. of vertical
wear per 10,000 cars. Mr. Hadfield in making similar tests observed
a vertical wear of from .0008 in. to .0028 in. per 10,000 cars at dif-
ferent points of one layout. Variations of from 100 to 200 per cent
do not admit of any conclusion. A difference of opinion also exists
as to when a piece of special work should be considered "worn out."
An illustration was then shown of a piece of special work which
had sustained a traffic of 2,570,00c cars, and which appeared but
little worn. On the other hand, the extent to which rails are some-
limes allowed to wear down in special work is remarkable.
The ne.xt step in the development of special track work in city
streets is problematical. Whether it will be work made throughout
or at least on the entire surface of a metal like manganese still
seems doubtful. The points of greatest wear would then last no
longer than they do now. In some special cases such a construction
might be desirable, but for general use it would seem that the
period of the hard center work is likely to be extended for a good
many years to come.
When the electric street railways branched out into the country,
where they were not restricted by the regulations of a city or
bothered by the city pavement, the use of T-rails and the general
practice of steam railroads were naturally followed. Split switches
are now commonly used on such track, as are spring rail frogs,
which are the best kind to lake care of traffic of diflferent kinds of
cars with large and small wheel flanges on the same track. Where
team traffic upon the highways is liable to encroach upon the track,
tongue switches, built up of T-rails and fi.xed frogs have to be used.
The good results of using hard center work in city streets soon
called for an adaptation of this idea to T-rail special work. Hard
centers were bolted in between the rails, forming the frogs or cross-
ings, or fastened in some other way, similar to the girder rail
work; or, as the pieces could be made comparatively light, they
were cast solidly out of hard metal, such as manganese steel. This
construction lent itself particularly well to complicated layouts. In
these improvements in T-rail special work the street railways were
naturally the pioneers. The steam railroads, naturally and rightly
more cautious in adopting anything new, that on trial niiglu prove
unsafe for their heavy loads and high speeds, were slow in adopt-
ing similar methods to increase the life of their crossings and frogs.
They were first induced, after witnessing a number of e.xtremely
severe tests in the shop, to try a metal like manganese steel in cross-
ings of electric railways over steam railroad tracks, when the engi-
neers of the Philadelphia system suggested that instead of the
crossings being built up out of numerous rails, the three rails and
filler usually constituting the steam railroad part of the crossings
should be made in one piece of manganese steel. These crossings,
proving eminently successful under the heavier steam railroad traffic
and high speeds, finally led to the trial of the metal in regular
steam railroad frogs. A test frog was put into the tracks of the
Pennsylvania R. R. at Philadelphia in a place in which the ma.ximuni
life of an ordinary steel rail frog had been not over three months.
The manganese frog remained in service 4 years and 14 days.
It was then worn down at the point about 5-16 in., but the rails
on the ends were worn considerably. .-Kfter being taken out it was
sent back to Ihe shop; new rails were fitted into the ends; the
central part was then bent up to the extent of the vertical wear in
a hydraulic press, and the entire surface was ground level at a
comparatively small cost. The frog was then as good as new, and
was put back in the track on June 30, 1904. There are now over
3,000 of these frogs in use on steam roads, as well as many man-
ganese crossings. Manganese steel has also been put into the guard
rails of steam railroad tracks, and tests are now being jnade with
split switches having manganese steel point rails.
Mr. Angerer then showed several slides illustrating the manganese
steel rails on the Boston Elevated, one of which, on a sharp curve
in the subway, has already outlasted 25 ordinary rails with but one-
ihird the wear. The Pennsylvania R. R. is also experimentally
trying manganese steel rails. Before putting manganese steel rails
into the subway, some of the rails, cast in 20-ft. sections, were sub-
jected to remarkable tests. A rail was curved cold to 20-ft. radius,
half of this rail was then straightened out again and curved the
reverse way lo 20-ft. radius ; the other end was curved down to a
radius of only 10 ft., and there was not the least sign of a fracture.
Conduit railways have had to deal with the problem of the slot
for the admission of the grip or plow in addition to the track rails,
in connection with their special work. This addition makes the
special work infinitely more complicated in its construction, as well
as difficult in installation. The first conduit railways were not
usually the cable roads, the general construction of the slot part
being similar to that used in the present electric conduit railways.
The track portion underwent the various phases described in girder
rail special work. Various mechanisms are used for the slot switch
and means for throwing it simultaneously with the track switch.
The hard center principle has been extended to the point where the
track crosses the slot, either by a hard metal plate fastened as
described under hard center work, or by solid manganese steel rails
joined to the slot rail.
Very often it is considered advisable to again set up the special
work on the street before putting it in place, although it has already
been set up at the factory. As it takes ranch longer to put in a
piece of special work of this kind, no chances can be taken of any
delay. Owing to the greater depth of the excavation for conduits,
many obstructions are met, such as rock and pipes in the street,
sometimes a perfect network of the latter, especially at busy street
intersections, where the most intricate special work is usually
required.
The manufacture of all classes of street railway special work re-
quires an enormous amount of detail work, of which one who has
not visited such a manufacturing plant has no conception. The
manufacture of frogs and switches for steam railroads seems like
child's play alongside of the manufacture of street railway special
work, and simply on account of the standardizing that steam railroad
work has undergone.
The making of the working plan of each layout involves intricate
calculations and a careful consideration of all conditions. As it
finally passes into the hands of the tracklayer, it must contain data
for properly locating the work in the street, as well as the fitting
of the work in the shop. Each detail should be designed to suit
the rolling stock in use at the particular place, and therein lies one
of the greatest difficulties of the special work manufacturer. There
seems to be no limit to the different sizes of wheels, wheel flanges
and wheel bases of cars in use, and yet each of these factors, com-
bined with the radii of the curves, calls for a different groove. The
truck of a car on a curve stands on a chord to the circular line,
and the wheels take a skewed position with regard to the running
line of the rails. This calls for a wider groove than would be re-
quired to pass the flange of the wheel on the straight track. Just
how much wider this should be for a given flange, radius, diameter
of wheel and wheel base can easily be determined by graphical
development of the flange on the angle of the skew. A table worked
out on this principle of the width of grooves called for by the com-
bination of some of the representative wheel flanges in use, and the
prevalent wheel bases, together with the radii of curves (the diameter
of the wheels being omitted as a negligible factor), exhibits the
great variety in the widths of grooves. The tendency of wheel makers
of late has been to increase the thickness of the wheel flanges, of
a given depth, which has proved very troublesome in the making of
special work. A piece of special work can be made to suit but one
of these combinations, and other cars with other wheel bases, and
particularly with other wheel flanges, that are run over the same
work, will considerably shorten the life of the work from what it
would be if only one kind of cars and wheels were used on it. It is
the same case of a piece of machinery which wears faster when
the working parts fit too tightly.
Mr. Angerer stated that he was not at this point referring to
the problem which has developed in late years of running cars which
because of their speed are equipped with larger flanged wheels over
the tracks in the hearts of cities, which arc built to receive the
smaller flanged wheels usually necessary to comply with city regula-
tions. This problem is yet to be solved. The solution may lie in
wider wheel treads for both city and interurban cars, but for that
the tracks throughout the city streets would have to be equipped
with a rail that would admit of the wider treads. Some cities, like
Philadelphia, have made a start in this direction. It may also in-
volve deep but thin wheel flanges for both kinds of cars, with wheels
of cast steel, probably, instead of cast iron.
The inspector of special work laying out at the factory must be
Jan. 15, 1905,1
STREET RAILWAY REVIEW.
57
the mosl careful, experienced and painstaking man about the place,
as llic reputation of the maker is at stake. The work must he as
nearly right as it can be made, to suit the various conditions, as far
as they have been made known. As an instance of detail difficulty,
wlierc there were marked changes of grade in the street where the
work is to be installed, it must be fitted together in the shop, not on
a plane, but with these grades reproduced, and the rails given an
extra bend or twist to suit; otherwise a complaint that the rails arc
twisted is sure to come in. Great care is also necessary in the load-
ing and shipping Of sonic of these bulky pieces.
In conclusion, Mr. ■Angorcr called attention to the necessity of
establishing standards in equipment as far as it relates to special
track work. Besides the spirals, wheels, wheel bases, etc.,
ahx'ady discussed, there arc now in use nearly 100 sections of
girder rail in this country, besides many obsolete sclions which
are no longer rolled. One-fourth of this number of sections would
cover all requirements and satisfy all city regulations. It lies
with individual street railway engineers and with the various street
railway associations to do for the street railways what the Master
Car Rudders and American Society of Civil Engineers have done
for the steam railroads. It would be of the greatest advantage to
the street railways themselves. It would probably enable them to
buy cheaper, their wants could be more quickly supplied, and the
life of the equipment itself would doubtless be prolonged. The rcc-
ominendations of the American Street Railway Association made
some years ago were probably too radical for ad'/jition. Probably
more than one standard would be required for difTerent conditions,
but a very few would meet all the requirements.
Indiana Electric Railway Association.
First Kcniilar Mectinj^ Held at Indianapolis, Jan. 12, HIO.S— Fifty ittembers in
Interesting Papers Read.
Attendance-
Ihc tust regular nicclnig of the Indiana Electric Railway Asso-
ciation, organized last month, was called to order in the Traction
& Terminal Bldg., Indianapolis, Jan. 12, 1905, at 10:20 a. m., Mr.
.^. 1.. Drum acting as temporary chairman. The firsi business trans-
acted was the election of officers, which resulted as follows:
President, Charles L. Henry, president Indianapolis & Cincinnati
Traction Co.
Vice-President, J. W . Chipman, general manager Indianapolis &
luistern Ry.
Secretary. Paul II. Wliite, general manager Indianapolis & .Mar-
tinsville Rapid Transit Co.
Treasurer, W. F. Milholland, treasurer Indianapolis Traction &
Terniinal Co.
Members Executive Committee: A. L. Drum, general manager
Indiana Union Traction Co.; C. C. Reynolds, general manager Indi-
anapolis & Northwestern Traction Co. ; Gardner F. Wells, general
nuuiagor Tcrrc Haute Traction & Light Co.
Finance Committee : Charles Murdock, vice-president Ft. Wayne
& Wabash Valley Traction Co.; W. G. Irwin, general manager
Indianapolis, Columbus & Southern Traction Co.
President Henry took the chair and introduced Mr. A.. S. Richey,
who read a paper on "Cost of Electric Railway Power Produc-
tion and Transmission in the State of Indiana."
[Mr. Ridley's paper will be found on page 43 of this issue.]
In discussion Mr. Drum emphasized the necessity of carefully
considering the relative advantages of diflferent systems, citing two
examples of bad judgment. In one case a railway and lighting
company in a city of 100,000 inhabitants, distributing on the alternat-
ing current system, had for a long time ignored the advice of its
engineer to substitute the three-wire system, using direct current ;
but was finally forced by fear of competition to make the change ;
the result was that by the three-wire underground distribution the
transmission loss wdiich had been 45 per cent was reduced to only
12 per cent, the saving more than paying interest on the $300,000 ex-
pended to make the change.
In the other case a railway company installed a three-wire direct-
current transmission system, the trolley wire voltage in one section
of the city being 500 positive and in the other section 500 negative;
experience showed that the only saving in copper was that a lighter
line could be used between the ground return (the neutral) and the
power house, which was a distance of only 100 ft. This scheme was
promptly abandoned.
Mr. Drum believed the solution of the power question was to
install efficient boilers, engines, generators and transformers. In
the Indiana Union Traction system there was practically no differ-
ence in cost between using natural gas under 4 ounces pressure
at 8 cents per 1,000 cu. ft., and coal at $1.35 per ton. Several com-
panies were now substituting efficient for wasteful engines and
boilers.
Mr. Richey stated in answer to a question by Mr. Shlesinger
that the better showing on power consumption made by the newer
lines iif the Indiana Union Traction Co. was to a considerable ex-
tent due to better bonding, heavier rails, more feeders, better grades,
and better located sub-stations. In giving figures the urban car-
miles run had been reduced to the same basis as if entire service had
been interurban.
Mr. Drum, as showing the need of care in choosing a basis of
comparison, cited the case of a company which used that of the ratio
of wages to coal burned. One station engineer, when called onto
the carpet to explain his high operating ratio, said he could reduce
'the ratio if desired ; the wages were as low as possible, but he could
easily increase the coal consumption.
The chair expressed the belief that of all the elements entering
into the cost of power, the item of wages was one of the most serious,
and that this should be met by using apparatus that would reduce the
amount of man power needed.
The meeting then adjourned until 2:30 p. m.
At I o'clock the party was taken to the power house and shops
of the Indianapolis Traction and Terminal Co., returning to the
meeting hall at 2:30 p. m., when the meeting was again called to
order.
Mr. Thomas B. McMath read his paper on "Track and Roadbed
Construction and Maintenance, with Particular Reference to the
Life and Chemical Preservation of Cross Ties. "
[This paper will he found on page 47.] '
Mr. Thomas Elliott, of Cincinnati, stated that eleven years ago
he had had experience in treating timber with creosote. Ties placed
in the ground then had been taken up recently and found to be in
good condition. Those ties had been of pine, costing 17 cents each,
and had been filled with s gallons of creosote at 8 cents per gallon,
making the cost after treatment 57 cents.
Treated ties he considered did not hold spikes so well as un-
treated timber, and did not stand wear so well. This was no dis-
advantage, however, for use in city streets.
Poles and cross arms had also been treated by him with cresote.
The life of the timber had been greatly increased but its insulating
power reduced.
The timber treating plant referred to by Mr. Elliott had cost be-
tween $5,000 and $6,000, and comprised a treating tank 7 ft. in
diameter by 40 ft. long, capable of holding 200 ties, two storage tanks
of 6,000 gallons capacity and the necessary pressure pumps. A
charge of 200 ties could be treated every 24 hours.
A green tie would absorb 5 gallons of creosote when under 150
lb. pressure for 4 hours. A seasoned tie would absorb 10 to 12
gallons under the same conditions.
Dr. Louis Duncan, of New York, stated that on some of the New
York conduit construction with which he had been connected, short
wooden stringers had been placed between the metal yokes in order
to support the track rails throughout their entire length. This
timber had been treated with 12 lb. of creosote per cu. ft., and it
showed no deterioration after 8 years. He favored the use of cheap
timber treated in localities where good ties are scarce.
The chair offered the suggestion that electric railway companies
58
STREET RAILWAY REVIEW.
IVoL. XV, No. I.
should plant trees and raise their own ties against the lime when
it would be impossible to buy good ties. He did not favor using
poor ties— the freight and labor e.xpended on a poor tie are as great
as for a good one. "
Mr. L. M. Clark then read his paper on "The Construction and
Maintenance of Cars and Equipment."
[This pajier will be found on page 58.]
Following .Mr. Clark's paper, there was a general discussion, some
of the points mentioned being the most desirable length of car. the
use of rubber cushions between trolley base and car roof to prevent
noise and reduce vibration that would destroy the connecting wires,
sleet cutters, and the practicability of providing a water supply for
car closets.
In connection with sleet cutters, Mr. Paul H. White described
the practice in Grand Rapids, Mich., where a section of chain is
wrapped around the trolley wheel, and reported to lircak a heavy
coating of sleet in a very satisfactory manner.
Mr. Norvicl, general agent at Indianapolis for the Indianapolis &
Northwestern Traction Co., explained tlie rate situation, and urged
the appointment of a committee to take up the matter of handling
baggage. He stated that between Indianapolis and LaFayette his
road made a round trip rate of $2 and on limited trains charged 20
cents extra each way, making the tcital fare $2.40. If the passenger
had baggage each way it would cost him 25 cents eacli way, making
$2.90 for the round trip, while the steam road had met tlie original
rate for two rides between LaFayette and Indianapolis and now-
charged only $2 for one round trip or two single trips.
Mr. J. L. Matson, of the Indiana Union Traction Co., stated tliat
he had found the mileage made by steel wheels and steel-tired
wheels to vary from 3,000 to 11.000 miles per 1-16 in. of wear, or
maximum and minimum for the entire tire of 240,000 and 135,000
miles respectively. This short life was due to flange wear, Ji-'m.
flanges being turned down when they calipered 54 '"■ The make of
wheels was not stated.
The meeting closed with brief statements from Dr. Duncan and
the chair on the outlook for single-phase lines.
Mr. Henry said that he wished to go on record to the effect that
electric railways would in the future haul heavy freight and lots
of it.
He added that his single-phase line would he in partial operation
within fen days.
Adjourned at 4:15 to meet Feb. 9, 1905.
♦ « »
Charter Members I. E. R. A.
Indiana Union Traction Co. — Jas. .A. Van Osdol, general attorney ;
' E. C. Carpenter, claim agent; I. M. McQuilkin, comptroller; A. W.
Brady, president; Charles A. Baldwin, superintendent transporta-
tion; Ji.. J. Dunbar, assistant purchasing agent; A. S. Richey, elec
trical engineer ; R. J. Custer, acting engineer maintenance of way ;
\V. C. Sampson, secretary; A. L. Drum, general manager; J. L.
Matson, superintendent motive power ; W. K. Schoepf. vice-presi-
dent.
Indianapolis Traction & Terminal Co. — Hugh J. McGowan, presi-
dent; W. F. Milholland. secretary and treasurer; T. B. McMath.
civil engineer; Charles Hogate, electrical engineer; P. .A.. Hinds,
purchasing agent ; E. B. Peck, vice-president Indiana Co.
Citizens Street Railway Co., Vincennes— B. G. Iludnul, presi-
dent ; Geo. E. Henry, manager.
Angola Railway & Power Co. — C. C. Wood, manager.
Indianapolis & Eastern Ry. — F. M. Fauvre, president ; J. W.
Chipman, general manager; D. H. Robinson; W. K. McKown, gen-
eral passenger agent ; C. E. Morgan, auditor.
Indianapolis & Martinsville Rapid Transit Co. — C. F. Smith,
president; Henry Eitel. vice-president; P. H. White, general man-
ager; E. G. Hcndrickson, auditor; H. L. Swartz, master mechanic.
Consolidated Traction Co. — Edward Hawkins, vice-president.
Indianapolis, Columbus & Southern Traction Co. — W. G. Irwin,
vice-president ; Hugh Th. Miller, secretary ; George A. Saylor, su-
perintendent ; R. O. Boyer, special agent.
Ft. Wayne & Wabash Valley Traction Co. — Charles Murdock,
vice-president ; C. D. Emmons, general superintendent ; E. C. Fol-
soni, superintendent transportation ; M. J. Kehoe, chief engineer ;
F. C. Rapp, master mechanic.
Indianapolis & Cincinnati Traction Co. — C. L. Henry, president.
Indianapolis & Northwestern Traction Co.— C. C. Reynolds, gen-
eral manager; L. M. Clark, master mechanic; F. D. Norvicl, general
agent; K. G. Williams, civil engineer; O. P. Spilman, train dcs-
patcher; G. K. Jeffries, superintendent.
Ft. Wayne, Van Wert & Lima Traction Co.— H. F. Dicke, super-
intendent.
Richmond Street & Interurhan Ry.— H. B. Smith, president; Al-
bert Gordon, superintendent.
Terre Haute Traction & Light Co.— G. T. Wells, manager.
Muncie, Hartford S: Ft. Wayne Ry.— L. J. Shicsingcr, superin-
tendent.
Robert P. Woods. H. L. Schmock.
R. W. Waite. J. R Cravath.
H. E. Dalton. Daniel Royse.
W. J. Coleman.
■♦ « »
The Construction and Maintenance of Cars
anii Equipment.*
I!Y L, M. CLARK, M.\STER MECH.\NIC INDI.\N.\P0US & NOKTHVVESTEUN
TRACTION CO.
The subject of this paper covers a wide field, including a variety
of details and methods, governed by various conditions and cir-
cumstances. The writer will not attempt to note the changes inci-
dental to the growth of the American street railway, but will treat
lightly on the subject in connection with the high speed work of
today.
The car body involves materials, details of design and dimensions
to conform to the requirements of the service, the general tendency
being towards the standard steam railway coach.
Special attention should be given to the lower side frames to se-
cure great strength as they form a solid foundation to support the
upper sides and roof, making the car able to withstand vertical
strains and blows. The reinforcement of lower front and frames
for draw bar heads, especially if the cars are intended to ever oper-
ate in trains, is important, as well as the solid attaching of bumpers,
the uniformity of dimension and accurate fitting of windows and
doors, especially in front ends. The interior should be divided into
two compartments, smoking and passenger, with the addition of a
third compartment for baggage if required.
Interior finishes consisting of quartered oak in the smoking, ma-
hogany in the passenger, and ash in the baggage compartment and
rear vestibule are desirable.
The painting of the exterior should be according to M. C. B.
specifications ; the Pullman Go's, standard color is recommended.
The side and end windows should be guarded on the outside by
three to five tubes, preferably of polished brass, held by suitable
brackets, arranged so that they can be dropped down for the pur-
pose of cleaning the windows.
A comfortable temperature inside could be easier maintained at a
considerably less expense by the use of extra sash provided for side
windows. Gothic glass for the upper side and deck windows pre-
sents a pleasing effect.
The seats should be of the high back, reversible pattern with
bronze grab handles, upholstered in leather for the smoker, and in
olive green or crimson plush for the passenger compartment.
Cars should be operated in one direction wherever possible, a
better design, convenience and uniform flange wear being impor-
tant advantages.
A separate compartment located on the forward end, right side,
having a rear door, forward and right side windows, controller,
operating valve, compressor governor, switchboard, etc., should be
provided for the motorman. Hot water heating systems well in-
stalled, including heaters of suflicient capacity, arc especially desir-
able for reasons of economy.
Other additions include toilet room, water cooler, parcel racks,
fire extinguishers, etc., together with iron cuspidors, flag receptacles
and coal boxes.
Trucks.
There are many designs of trucks on the market adapted to
various speeds and loads, each possessing its advantages or dis-
advantages. An M. C. B. truck having heavy side and end beams,
•Read at the first mv
tion. Jan 12. 1906.
■ting of tht Iruliaiia KU"i-trii- Railway Assucia-
Jan. 15, 190S I
STREET RAILWAY REVIEW.
5i)
transoms niul er|iiali/iiiK bars, IhorcuiKlily hiaccd and rcinforceil to
prevent KcllinK' out of square or alignment, accurately filled jour-
nal lirassi's, wedges, boxes of pedestals, a good system of springs,
indoppiident inside bung brakes, non-cbaltering brake bead bangers,
inside motor suspension, roller side bearings, solid bolster, 33 to
36-in. wheels, s'A 1° 6^-in. axles, and a wbcci base of from 6 ft.
to 7 ft. is recommended. Steel tired wbcels are preferable on ai-
count of possessing a greater factor of safely, flexibility of bandling,
r|uict running and freedom from flattening.
.Solid axle gears are also rcconmiended. The mailer of selec-
tion of ttiotors and gearing largely depends on Ibe reciuiremcnls.
For motors of 75 h. p. or larger, multiple unit control ba>- the fol-
lowing advantages over type L-B or R controllers : Ease of han-
dling on the part of operator; less vestibule space required; better
service rendered; ability lo operate motor cars in trains. Special
attention should be given to the installation of electrical con-
ductors to secure permanence of insulation and protection against
mechanical abrasion. .All electrical devices, such as switches, cut-
oiUs, main switch and circuit breaker should be arranged on a panel
located in the motorman's comparlnienl.
The matter of brakes, both band and air, is a very important
det.iil, and should receive careful consideration. The diameter of
brake cylinder should conform to the percentage of weight of car
to be controlled. The capacity of reservoirs should be .so propor-
tioned that a full service application of brakes will cause a reduc-
tion of pre.s.sure of not less than three nor more than four pounds.
The capacity of compressors should be sufficient to supply all air
required for the operation of brakes, whistles and sanders under
normal conditions and not operate in excess of 30 per cent of each
hour that the car is in service. High piston speeds are objection-
able for reasons of greater wear of reciprocating parts, and the
comparatively high temperature of air supplied to reservoirs, caus-
ing an excessive amount of moisture in the system.
The sizes of pipe employed for reservoir and train lines should
not exceed a volume greater than is consistent with the quick
response of brakes in emengency application and full release. All
tees, elbows and other sharp turns should in all cases be avoided,
whenever possible, as well as water pockets and leaks. The range
of reservoir pressure should be from 12 to 15 lb., the compressor
being cut out at a point not exceeding 5 lb. in excess of the emer-
gency brake cylinder pressure, wliich should correspond to lever-
ages, braking motor axles 100 per cent and trailer axles go per cent.
Efifectual hand brakes should be in operative condition on cars
at all times, and there is no reason why such brakes cannot be
installed and maintained.
The arrangement of apparatus under car body, such as compres-
sor, reservoir, brake cylinder, rheostats, etc., should be such as to
allow the direct connection of brake staffs by means of chains and
pull rods to a main lever, which in turn is connected to a multi-
plying lever chained to cylinder push rod.
For motor cars operating in trains, automatic air brakes are
preferable to straight air brakes for reason of smoother and more
liexible bandling.
Further additions to equipment include air sanding devices prop-
erly installed and maintained, oil and tool boxes, retrievers, arc
headlights, roller bearing trolley bases, illuminated destination signs,
car telephones, classification signals and markers.
Maintenance.
After a car has been on the road 24 hours, or has run a given
number of miles, say 200, it should be placed over a pit in the car
barn and receive a thorough inspection by a car inspector whose
duty is not to repair, but to report the exact condition of every
detail on an inspection card, which, when employed in connection
wjth a motorman's defect card, should show the absolute condition
of cars and their equipment at regular intervals. An O K should
be placed opposite defects noted on the inspection card after having
been repaired, and when the entire car has been O K'd by the
foreman of repairs, the cards should be sent to the master me-
chanic's office, from which a record of body, truck, motor, control
and trolley troubles can be kept.
.\ftcr a car has been thus inspected and repaired, it should be
thoroughly cleaned inside and out. Trucks, wheels, motors, com-
pressors, etc., can be kept in good condition by frequent wiping with
oilv waste.
riic electrical equipment and running gear of a car is very im
portant. The circuit breaker, controllers, contactors, revcrser,
rheostats, motors and electrical conductors arc delicate apparatu-
and should receive the best of allentioii. Weak controller and re
verser fingers, circuit breakers out of adjustment or burned, loose or
burned contacts, defective insulation, unevenly worn or rough com
mutators, worn motor bearings, armature field coil and brusli
bolder troubles can and should be readily located by inspection ami
remedied at once.
The treads and flanges of wheels should be w.alclicd, also the
axles, to know that crystallization is not present.
All trucks should Iw carefully inspected to ascertain lliat they are
not out of square, as flange wear is a noted feature, especially with
companies whose cars are operated around numerous short radius
curves and over a quantity of girder rail and special work.
The side bearings should be examined to see that there is a
clearance on l)Oth sides, otherwise there will exist a displacement of
weight, causing flanges to wear excessively on heavy side.
Considering that the car is operated in one direction only, if the
two axles of a truck are out of alignment with it, flanges on two
wheels diametrically opposite will wear. If one axle is in align-
ment and the other out, the flange of lead wheel on side of truck
having the shorter wheel base will wear very fast. Truck brakes
should be frequently adjusted and a uniform amount of slack main-
tained. The tension of release springs should be sufficient to cause
brakes to release in full.
All bearings should be regularly lubricated with a good quality
of oil of a consistency conforming to the season of year.
Long fibered wool mixed with Japanese fiber in the proportion of
5 to I forms a reliable and durable packing waste, we having records
of journal and motor armature bearings which have run over 80,000
miles on the original waste placed in boxes.
For gear lubrication, a graphite grease mixed with a cushion of
ground cork or fiber is recommended.
The air brake equipment should receive intelligent attention.
Operating valves and compressor governors should be regularly
cleaned and oiled once each month. Compressors should be ni-
spected, cleaned, and, if necessary, oiled at least once a week, brake
cylinders every twelve months, and at all times the governors should
be watched to know that the proper reservoir pressures are main-
tained, that the reservoir gages are correct and all cut-out cocks,
joints, etc., free from leaks. Chime whistles should be kept clean
and in tune. Sanding devices should be kept in operative condition,
and hot water heating systems given proper care to guard against
deposits of sediment and leaks.
You can readily understand that the subject of this paper is one
upon which a great deal more can be said ; but I have attempted
to set forth only the main ideas that appeal to me in the construc-
tion and maintenance of cars and equipment.
Lewiston & Southeastern Electric Railway
Co., Ltd.
Construction work on the Lewiston & Southeastern Electric
Railway's Go's, line has been commenced and the line is now being
built from Lewiston, Idaho, through the Tamany and Wana sec-
tions, thence across Mason Prairie to NVestlake. From Wcstlake
a branch will be built to Xez Pcrces City, passing through the Kez
Perces Prairie via Ilo and Dublin. The main line continues from
\Vestlake to Grangeville. Idaho, via Cottonwood and Denver.
Grangeville will be the southeastern terminus of the road, where a
water power plant for generating the electricity will be built on the
Clearwater River. The total length of the line is 110 miles; it will
be of standard gage and heavy .steel rails will be used in track con-
struction. At Lewiston the road connects with the Snake and Co-
lumbia River steamers, giving excellent connections to all points
on the Pacific Coast. The principal traffic of the road will be
wheat, timothv hav. lumber and live stock.
The Spokane Traction Co., Spokane, Wash., has submitted a
proposition to the postoffice authorities providing for the carrying
of mail on the Traction company's cars. The boxes on the cars
w-ill be emptied by the postmen at the nearest point to the post
office.
60
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
Personal.
MR. GEORGE O. NAGLE, general ni.inager of the Wlieeling (W.
Va.) Traction Co., spent Christmas holidays visiting relatives in
Chicago.
MR. WILLIAM ROCKWELL, of Amsterdam, N. Y., has been
appointed superintendent of the Mauch Chunk, Lehightoii & Slat-
ington Street Railway Co., Mauch Chunk, Pa.
MR. CLOYD M.\R.SHALL, superintendent of electrical machin-
ery, in the Department of Electricity, of the Louisiana Purchase
Exposition, has just been appoint-
ed superintendent of the power
department of the Union Electric
Light & Power Co., of St. Louis
Mr. Marshall was granted a gold
medal by the superior jury of the
Louisiana Purchase Exposition in
appreciation of his services in con-
nection with the Exposition and a.s
secretary of the Electricity De-
partment, a well-deserved distinc-
tion. Mr. Marshall is a graduate
of Purdue University and after
acting as assistant in the elec-
trical laboratory of the University
became electrical editor of the
ci.ovD MARSHALL. "Street Railway Review." In
1898 Mr. Marshall accepted the
position of designing and testing engineer for the Jenney Electric
Manufacturing Co., after which he took up experimental work for
the Railway Materials Co., of Chicago. In 1901 he became plant
engineer and later engineer of the sales department of the C. W.
Hunt Co., New York. Tlie latter position he resigned to accept
the appointment in the Department of Electricity of the World's
Fair. Mr. Marshall is widely known as a progressive engineer and
business man, and he takes with him in his latest advancement the
best wishes of a large circle of friends.
MR. DAVID FOX, general manager of the Rutland Street Rail-
way Co., Rutland, Vt., has been elected president of the company.
He also retains his position as general manager.
MR. RUSSELL ROBB, who has been associated with the firm of
Stone & Webster, Boston, Mass., has become a member of the firm.
Circulars announcing this change are dated Dec. 31, 1904.
MR. JOHN B. JUDGE has been appointed superintendent of the
lines of the Consolidated Railway Co. in New Haven, Conn., includ-
ing the Wallingford extension, vice Mr. Theron R. Hull, resigned.
MR. CHARLES E. FLYNN, vice-president and general manager
of the Conneant & Erie Traction Co., Girard, Pa., was a caller at
the "Review" office on the occasion of a recent business trip to Chi-
cago.
MR. WILLIAM D. BRICKELL has been elected president of
the Columbus, New Albany & Johnstown Traction Co., to succeed
Mr. Daniel J. Ryan, who has been elected vice-president and general
counsel.
MR. E. S. DIMMOCK, manager of the Cape Breton Electric Co..
Ltd., Sydney, N. S., has been appointed general manager of the
Canton-Akron Railway Co., Canton, O., to succeed Mr. George W.
Rounds.
MR. H. W. HARRIS, superintendent of the Norfolk (Va.) Rail-
way & Light Co., has resigned his position to become superintendent
of the Michigan Traction Co., Kalamazoo, Mich., vice Mr. S. J.
Dill, resigned.
MR. WILLIAM C. CARTER, who has been in the employ of
Stone & Webster at Brockton, Mass., has been appointed superin-
tendent of overhead construction by the Houghton County Street
Railway Co., Hancock, Mich.
MR. C. H. STOCUM, who for some years past has been connected
with the Brooklyn Rapid Transit Co., has been appointed general
manager of the Westchester Traction Co., also of the Danbury &
Harlem Railway Co., with headquarters at Ossining, N. Y.
MR. S. M. KEEBLE, of St. Louis, was recently tendered a ban-
quet at the Missouri Athletic Club by representatives of the elec-
trical industry of St. Louis, the occasion being the resignation of Mr.
Keeble of the position held by him with the Frank Adam Electric
Co., to become general sales manager for the Cutter Co., of Phila-
delphia.
MR. REAGAN HOUSTON, president and general manager of
the San .'\ntonio Traction and the Gas & Electric Companies, San
."Vntonio, Texas, has resigned. He will be succeeded by Mr. Emerson
McMillan, as president of the corporations, and H. M. Littell, as gen-
eral manager.
MR. H.^RRY V. SANGER has resigned the position of general
superintendent of the Wheeling Traction Co., Wheeling, W. Va.,
and the position has been abolished. Mr. J. Marsh has been ap-
pointed superintendent of transportation, performing the duties here-
tofore performed by the general superintendent.
MR. CH,\RLES SEIBERT has been appointed acting master
mechanic of the Grand Rapids, Grand Haven & Muskegon Interur-
ban Railway Co. in charge of mechanical and electrical departments,
vice Mr. E. B. Kirk, who has resigned to become master mechanic
of the Winnebago Traction Co., Oshkosh, Wis.
MR. A. H, H.'KYW.'KRD has resigned his position as general
superintendent of the Dayton, Springfield & Urbana Electric Rail-
way Co. to become general manager of the York County Traction Cc,
and has been succeeded by Mr. C. A. Alderman, who will also retain
his position as chief engineer of the Appleyard lines.
MR. GUY C. BARTON, formerly vice-president of the Omaha
& Council Bluffs Street Railway Co., has been elected president of
the company to succeed the late Mr. Frank Murphy. Mr. D. W.
Wattles succeeds Mr. Barton as vice-president and Mr. F. M. Hop-
kins, of Columbus, was elected second vice-president.
MR. H. S. KNEEDLER, advertising manager of the Pacific Elec-
tric Railway Co., Los Angeles, Cal., has been placed at the head
of an industrial bureau which has just been established by the com-
pany. The bureau will furnish information of advantage to settlers
and business men ; pamphlets and circulars containing verified in-
formation will be published and circulated.
MR. C. W. WHITNEY has resigned his position as Pacific Coast
representative of the McGraw Publishing Co., New York, and has
become identified with the .^bner Doble Co. of San Francisco, engi-
neers and manufacturers of tangential water wheels and needle
regulating nozzles. Mr. Whitney will have charge of the Abner
Doble company's publicity department.
MR. H. M. LITTELL, general manager of the Rapid Transit
Co. of Chattanooga, Tenn., has resigned his position to become vice-
president and general manager of the consolidated street railways
and electric and gas lighting plants of Austin, Texas, effective Jan-
uary 1st. Mr. Littell will be succeeded as general manager of the
Rapid Transit Co. by R. W. King, formerly superintendent of the
comapny.
MR. ELMER M. WHITE was on January 1st elected secretary
of the Street Railway .\ccoijntants' Association of America, to suc-
ceed Mr. W. B. Brockway. Mr.
White was born at NorthbriHge,
Wprcester Co., Mass., .Sept. 14,
1857. In i860 his parents removed
to Hartford and his early educa-
tion was received in the schools of
that city. After leaving high
school in 1872, he took a course
in a business college and engaged
in bookkeeping until 1877. For
the next six years he served as
a traveling salesman. In 1883 Mr.
White took up estate accounting
and in 1885 became connected
with the Hartford & Withersfield
Horse Railway Co., the predeces-
sor of the Hartford Street Rail-
way Co., with which he has been
identified ever since. In iSgo Mr
of the Hartford Street Railway Co.,
ELMER M. WHITE.
. White was appointed cashier
which position he now holds.
MR. W. L. STRETLOW, superintendent of the Lake Shore Elec-
tric Railway Co., has resigned that position to become superin-
tendent of the Springfield & Xenia Traction Co., vice Mr. J. W.
Parker, who has been appointed superintendent of the Springfield,
Troy & Piqua Railway Co. Mr. Stretlow has been succeeded by
Mr. L« K. Burge, who has been appointed superintendent of transpor-
tation of the Lake Shore Electric Railway Co.
MR. JOHN F. OHMER, vice-president of the Ohmer Fare
Register Co., entertained the officers and heads of the departments
of the company with a banquet at the Phillips House, Dayton, O.,
Jan. 15, i')05.;
STREET RAILWAY REVIEW.
61
Tuesday, UecLiiilicr 271I1. Mr. (Jlimcr presided ami Mr. F,. B.
Grimes, assistant general manager, was toastmaslcr. 'I'lic former
was presented with a silver smoking set by the traveling repre-
sentatives of the company, while the latter received a cnt glass ink
well surmounted hy a sterling silver top.
MR. WILLIAM G. WOOLFOLK has resigned the position of
superintendent of the Knoxville Traction Co., Knoxville, Tenn., to
become supcrintendcTit of the Philadelphia & West Chester Traction
Co., vice Mr. F. C. Davis, deceased. Mr. Woolfolk is a graduate of
Yale University Engineering School, has had considerable experi-
ence in the shops of tlie General Electric Co. and in the managemrnt
of the Portsmouth Street Railway Co., Portsmouth, Va.
MR. CALVER'l" TOWNLEY has been appointed assistant to the
president of the Consolidated Railway Co., New Haven, Conn. For
some years Mr. Towiiloy was general agent of the Westinghonsc
company, and has had to do with the equipment of the Boston Ele-
vated system, the Brooklyn elevated and surface systems and the
Manhattan and subway systems in New York City. lie has also
been employed by the Pennsylvania R. R. in its heavy traction con-
struction in New York and Long Island.
MR. E. S. LEA has resigned as sales manager for the Ue Laval
Steam Turbine Co., and opened an ofiice at 42 Broadway, New York,
to practice as consulting engineer. Mr. Lea was one of the first
to appreciate the importance of the turbine field and has been con-
nected with the De Laval company for four years. He is a member
of the American Society of Mechanical Engineers, and also an asso-
ciate member of the .'\merican Institute of Electrical Engineers, and
of the American Society of Naval Engineers.
MR. ERNEST GONZENBACH January ist assumed charge ol
the Sheboygan Light, Power & Railway Co., of Sheboygan, Wis.,
as general manager, succeeding Mr. H. A. Strauss, resigned. Mr.
Gonzenbach is well known in the railway field, especially in connec-
tion with high speed interurban work, having been electrical engineer
for the Albany & Hudson R. R. during construction and operation,
and for the Aurora, Elgin & Chicago during construction. Mr. Gon-
zenbach resigned as engineer of the Youngstown & Southern Rail-
way Co. to go to Sheboygan.
MR. ROBERT J. FLEMING, civic conmiissioner of assessment
and property of the city of Toronto, Ontario, has been appointed
general manager of the Toronto Railway Co., vice Mr. E. H. Keating,
, who will devote his time to matters relating to the engineering de-
partment of the company. Mr. Fleming was born at Toronto on Nov.
23, 1854, and after receiving a business education entered into part-
nership with T. W. Elliott in the coal and wood business, which he
subsequently abandoned for the real estate business. His municipal
career commenced in 1886, when he was elected an alderman for
St. David's ward ; in January, 1892, he was elected mayor, being re-
elected the following term. In 1894 and 1895 he was unsuccessful,
but in 1896 he was again elected to the position. Aug. 5, 1897, ho
was appointed assessment commissioner for the city, which position
he held until his resignation to become general manager of the
Toronto Railway Co.
MR. C. C. LEWIS, who for the past two years has been chief
engineer of the Schenectady Railway Co., has resigned to enter the
employ of J. G. White & Co., Ltd., of London. Mr. Lewis has been
engaged principally to take charge of the work to be carried out by
this company at Montevideo, Uruguay, in electrifying the tramways
at that place. Mr. Lewis has had an extended experience of over
IS years in railway work, having been connected with the Broadway
cable work, afterwards in Baltimore converting the line of the Balti-
more City Passenger railway from horse to cable, in Washington on
the electric conduit work of the Metropolitan lines, and in Buffalo
as engineer of the International Railway Co. In 1902 he accepted the
position of chief engineer of the Schenectady Railway Co., having
charge of the construction and maintenance work as well as the re-
building of the electric line between Schenectady and .Mbany and
the construction of the Troy and Ballston line.
New Publications.
Obituary.
MR. W. FORMAN COLLINS, vice-president and business man-
ager of the Electrician Publishing Co., died very suddenly on
the morning of December 21st. The funeral services were held at
Trinity Church, Chicago, on Friday. December 23rd.
JOLIET, ILL.; 4x9 m. Compliments 01 me i.iu/n, i\ni:iur.'\
issued to further the material interests of Joliet. This Is a very
attractive descriptive article of this thriving city situated on the
Desplaincs River, 40 miles from Chicago. The article is profusely
illustrated with views of the streets, churches, industries, etc., and
deals in a general way with the railroads, street cars, industries,
building material, fuel, light, water power, banks, churches, public
institutions, parks and building sites of the city.
REPORT OF THE TWENTY-THIRD ANNUAL MEETING
OF THE AMERICAN STREET RAILWAY ASSOCIATION,
held at the Transportation Building, Louisiana Purchase Exposition,
St. Louis, Mo., Oct. 12, 13, 1904, is now being distributed among
the members of the association. As usual the report is published
in very neat form, and shows an excellent arrangement of subjects,
including the officers of the association from its organization to date,
the minutes of the meetings of the executive committee, report of
the proceedings of the annual meeting, list of members and dele-
gates, papers read and the discussions, and the constitution and
by-laws of the as.sociation. The secretary is to be congratulated
upon the excellence of the publication and upon the despatch
with which the work has been done.
PROCEEDINGS OF EIGHTH ANNUAL CONVENTION.
STREET RAILWAY ACCOUNTANTS' ASSOCIATION OF
AMERICA. Size Sj^xQ in.; 190 pages; appendix 70 pages. The
report of the eighth annual convention of the Accountants' Associa-
tion held in the Transportation Building, World's Fair Grounds, St.
Louis, Mo., Oct. 13, 14 and 15, 1904, contains besides a verbatim
report of the convention, a list of officers of the association since
its organization; all papers read before the convention; the report
of the joint committee on blanks for shop records and accounts;
the report of the standing committee on a standard system of street
railway accounting ; the question lx>x ; register of delegates ; consti-
tution and by-laws of the association; list of members of the asso-
ciation; index; summary index of previous reports.
.STATISTICS OF RAILWAYS IN THE UNITED STATES,
being the sixteenth annual report of the interstate commerce com-
mission for the year ending June 30, 1903. Published by the gov-
ernment printing office, Washington, D. C. This work is in the
same general form as the previous reports of the Interstate Com-
merce Commission and shows the classification of railways, equip-
ment and number of employes. It also gives the complete statistics
of the capitalization of the railway properties of the United States,
as well as their earnings and expenses, and general summary of re-
sults. The work is almost entirely statistical, also the information
as given in tabular form. The book concludes with two indexes,
one of which is an alphabetical index of all the railroads in the
country, and the other a general index of subjects.
REPORT OF THE SECOND ANNUAL CONVENTION OF
THE AMERICAN RAILWAY MECHANICAL AND ELEC-
TRICAL ASSOCIATION, ST. LOUIS, MO., 1904- Size, 6x9 in.;
165 pages. The publication includes, besides the minutes of the
second annual meeting of the association held in the Transporta-
tion Building, World's Fair Grounds, Oct. loth, litli and 14th, a
list of the officers of the association since its organization ; registra-
tions of members and delegates; list of new members who joined
during the convention ; papers read before the convention and their
discussion ; the question box ; the constitution and by-laws and list
of members of the association. .\ very fine portrait of ex-presi-
dent Edwin W. Olds, adorns the frontispiece, while a novel feature
of the cover design is a reproduction of the badges worn at the last
convention.
LETTERS FROM AN OLD RAILW.\Y OFFICIAL TO HIS
SON, A DIVISION SUPERINTENDENT. By Charles De Lano
Hine. The Railway Age, 5x75^ in., 179 pages. Price, $1.50. This
very interesting and instructive publication has received much favor-
able comment not only from the press but from many railroad
officials throughout the country, all of which it deserves. The vol-
ume consists of 24 letters which originally appeared in the Rail-
way Age from time to time and touches upon all the branches of
the operating department in a manner both bright and interesting,
professional slang of the road being dispersed throughout the chap-
ters in a most effective manner. While there is a vein of pleasantry
and humor running through these letters, which makes them bright.
62
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
and gossipy, the ambitious young railroad man will find invaluable
information and .instruction therein and keep them for reference
and refreshment at frequent intervals.
ANNUAL STATEMENT OF THE COMMISSIONER OF
EDUCATION to the Secretary of the Interior. Advance sheets
from the United States Bureau of Education. Chapter XXXVI 11,
Manual and Industrial Training; Chapter XXXIII, Universities.
Colleges and Technological Schools; Chapter XXXVII, Statistics
of Secondary Schools. These recent publications of the Bureau of
Education and the report of the commissioner of education are a
collection of such statistics and facts as show the condition and
progress of education in the public schools and colleges of the
United States. To obtain the items of information required to
tabulate the statistics of the schools of the United States 25 differ-
ent forms of inquiry were sent out to school officials and institu-
tions. The items of information called for in these forms number
in all 740, and the different schedules sent in to be tabulated amount
to 19.894. One may judge from this the scope of the report and
advance sheets.
THE BOSTON TRANSIT COMMISSION'S TENTH AN-
NUAL REPORT FOR THE YEAR ENDED JUNE 30, i904-
Cloth, 10- pages, with maps and illustrations; 6x9!4 in.; published
by the Commissioners, B. Leighton Beal, secretary. The report
first deals with the East Boston tunnel, construction work on which
was substantially completed with the exception of the street cover-
ing for the Atlantic Ave. station due to a controversy between the
company and the commission as to which party should bear the
expense of the installation of the elevators and the necessary ma-
chinerj'. The report ne.xt deals with the exhibit at the Louisiana
Purchase Exposition, the exhibit made by the commission at the
Paris Exposition and the Pan-American Exposition being brouglit
up to date and sent to the Louisiana Purchase Exposition. Fol-
lowing this is the report of the condition of the debt and of the
sinking funds for the various divisions of the work of the com-
mission at the date of the report. The report of the chief engineer,
H. A. Carson, is next given, which is practically a brief sketch of
progress on the East Boston tunnel during the past year, including
the details of construction, character of the excavated earth, reloca-
tion of pipes and conduits, reconstruction of the sewerage system
and tests of concrete beams.
THE ELECTRIC TRANSMISSION OF ENERGY, by Arthur
Vaughan Abbott, C. E. ; 664 pages; 109 tables; 365 illustrations;
16 full page engravings and 10 folding diagrams; price $5.00. Pub-
lished by D. Van Nostrand Co., New York. The fourth edition of
this book which has been recently published has been entirely
rewritten and enlarged. After touching upon the elementary prin-
ciples of distribution in general and properties of wire the author
devotes several chapters to the" construction of aerial circuits. This
is followed by several chapters on underground and special rail-
way circuits in regard to all of which the author goes into consider-
able detail. The various electric instruments and methods of elec-
trical measurement commonly used are discussed at considerable
length. Afterwards the subject of continuous current and alter-
nating current conductors is considered. A special chapter is de-
voted to the subject of polyphase transmission and a final chapter
is devoted to the cost of production and distribution. The author
has collated various methods of circuit construction which have been
sanctioned by the best practice and the book is up to date and is not
burdened with obsolete and antiquated matter. The mathematical
portions have been treated as simply as possible, the simplest
formulae being given without any attempt to deduct them and only
the simplest applications of the calculus are involved. The book
will be found to cover the field of electrical transmission very
thoroughly.
ELECTRIC LIGHTING, Volume I; The Generating Plant.
By Francis B. Crocker, Ph. D.; 47 pages; 213 illustrations; sixth
edition; published by D. Van Nostrand Co., New York. The first
edition of this book appeared in 1896 and has been used as a text
book for several years in a number of engineering schools. The
present edition has been practically rewritten and many illustra-
tions of the earlier type of apparatus have been replaced and much
new matter has also been introduced. This portion of the work re-
lates only to generating plants and therefore the work applies to
a certain extent to railway, power and other electric plants. After
a brief history of electric lighting and a chapter on units and meas-
urements, the work takes up the classification of different kinds of
lighting plants and their location and general arrangement. The
books then considers the equipment of the power plant, beginning
with the building, boilers, engines and other prime movers, and
follows this with the principles of dynamo electrical machines and
a number of chapters on the electrical equipment of lighting sta-
tions. Among these chapters the subjects of storage batteries,
switchboards, electric measuring instruments and lightning arresters
are included, covering the entire equipment of an electrical lighting
plant. The plan adopted in the book is to follow up the sequence
in which the electrical current is generated, transmitted and utilized,
and the most modern practice in generating plants for electric light-
ing is well covered in this book.
SELF PROPELLED VEHICLES, by J. E. Homans; second
edition; 644 pages; 461 illustrations; price $2.00. Published by
Theo. Audel & Co., New York. This book is a practical treatise
on all the types of automobiles in use at present and is designed
for the practical information of owners and operators of machines
who do not care to make more of a study of mechanics than is
necessary for the handling and operation of their own automobiles.
As it is obviously impossible within reasonable space to include
specific descriptions and directions for the management of the
large number of practical motor carriages now on the market the
author has confined himself to explaining the theory, construction
and operation of typical machines as briefly and thoroughly as
possible and has produced a work which cannot fail to be of use
to any one handling automobiles. The book opens with a descrip-
tion of the different types of automobiles on the market and an
analysis of the advantages of the different kinds of machines. This
is followed by a historical chapter giving a review of the early
types of machines, after which the general theory and construction
common to all classes of automobiles are explained and illustrated.
Following this are very complete descriptions of gasoline engines,
electrically propelled machines, steam engines, and boilers. One of
the most important chapters is that on gasoline vehicle operation
which is very complete and contains a large number of useful
hints. The book concludes with a complete subject index which will
prove of great advantage for ready reference.
POOR'S MANUAL OF RAILROADS IN THE UNITED
STATES, thirty-seventh annual number, 1,600 pages; 24 colored
plate street and group maps, and 44 maps of leading railroads ; price
$10.00. Published by Poor's Railroad Manual Co., 6 Williams St.,
New York. The statements presented in Poor's Manual for 1904
are arranged in four sections, the first comprising statements of all
steam railways in the Llnited States, Canada and Mexico; the second
comprises statements of all the street railways and traction com-
panies in the United States; the third comprises statements of the
leading industrial corporations and organizations auxiliary to the
railway interests; and the fourth contains statements showing the
finances and resources of the United States and the individual states
and the chief counties, cities and towns in the country. The intro-
duction to this book gives the general exhibits of the railroads
of the United States for the fiscal year of 1903 and shows the
length of railroads completed on Dec. 31. 1903, to be 207,783.82
miles, and there was completed since the close of the fiscal year
897.83 miles. This gives a net increase of mileage of all railroads
in the United States for the calendar year of 1903 as 4,774.61 miles.
The general statistical information contained in the present number
of Poor's manual is of the same character as that of the previous
issues but has been brought thoroughly down to date. This work
is too well and favorably known to financiers and the investing pub-
lic to need special description. It is unique in being the only publi-
cation of its kind which has been thoroughly successful in pre-
senting complete and reliable information in regard to railroads, and
with each succeeding year new matter has been added which con-
stantly increases the value of the manual as a reference book.
A contract has been awarded to the Joliet, Plainfield & Aurora
Railroad Co. for the handling of United States mail between Aurora
and Joliet, three trips being made daily except Sundays and holi-
days.
The Pacific Electric Railway Co., Los Angeles, Cal., has just
finished planting a poppy field 16 ft. wide along its tracks for a dis-
tance of about two miles between Monrovia' and Alhambra junctions.
When the poppies begin to bloom they will be widely advertised by
the railway company.
J/\N. 15, iy<J5]
srKi':ii'r railway kevikw.
O.i
J. A. Manna Co.
Twenly years ago Mr. J. A. Haiiiia cnlcred the street railway
field as storekeeper for tlic J. G. Hrill Co., and last month the
eiiiiipaiiy bearing liis name assumed the sales agency for the entire
output of llie Nilcs Car & Manufacturing Co. in addition to the
western agency of the Peckham Manufacturing Co., which latter
he has held for nine years. During this period the lO-ft. to iG-ft.
horse cars have gradually devolved into the SO-ft. to 60-ft. electric
iulerurljan cars, and Mr. Ilanna has sold successively Brill, Jevvelt
and the .Stephenson cars and the McGuirc and Peckham trucks in
various parts of the country without the loss of a day's time and
under improved conditions at each change. Mr. Ford A. Richards,
who was previously coimected with the Peckham company, and has
been in the employ of Mr, llanna for the past three years, is asso-
ciated with the new company, and will assist Mr. Manna as sales-
man. In view of the financial conditions now generally prevailing,
Mr. Ilanna is optimistic as to the business for 1905, and believes
that all makers of street railway material will be running at full
capacity before summer. Tlis decision to take the Niles car agency
was largely influenced by the advice of a numbir of railway men
now using Niles cars. As the plant of both the Peckham and
Nilcs companies are modern and finely equipped for economical
production and their products are widely and favorably known, it
would appear, in connection with the large actpiaintance of Messrs.
Ilanna and Richards, that the new firm will receive a generous
patronage.
Electrical Equipment of the WillianishurK
Bridge.
The electrical equipment of the double track road over the New
Williamsburg bridge, which is to be operated by the Brooklyn
Heights R. R. Co., has just been completed by J. G. White & Co.,
\1EW OF SPECIAL OVERHE.\D TROUCIHIXG,
of New York, who did this work for Naughton & Co., who had
contracted for all the track and overhead work. All of this work is
of standard construction throughout and is of unusually heavy style.
The Manhattan overhead construction is of steel lattice girders sup-
ported on steel poles and also attached to the bridge structure proper.
This work is about 300 ft. long and covers the five cross-overs at
this terminal. The details of the special overhead trougbing at this
place are shown in the accompanying illustration. Along the ap-
proaches to the bridge arc creeled heavy mast arms extending over
the double track. These arc fastened by special fittings to the bridge
VIEW uf Kl..\U\\.\i .■.:...■ ......^ ..:.- AijRK.
structure and the two trolley wires are supported by a span wire
running under the bracket arm.
There are about 10,000 lineal feet of single troughing. built of oak,
fitted with expansion joints at intervals. This is supported every
20 ft. on transverse girders by cleats and at intermediate points by
special hangers attached to cross beams fastened to the longitudinal
girders. The trolley wire is No. 000 phono-electric type supported
every 15 ft. by specially designed insulating hangers.
As there is an expansion and contraction of about 14 in. at each
anchorage a specially designed expansion joint has been devised
for the trolley wire. This operates very satisfactorily, causes no
sparking of the trolley wheel and requires no insulated section. The
joint is 8 ft. in length.
There are eight miles of overhead positive feeders and seven
miles of negative return feeders along the track. These are all
standard weatherproof aluminum cables of 782,000 cm. section.
On the Brooklyn approach near the bridge tower is erected a steel
frame switch-house covered with corrugated iron from which point
the overhead and track feeders extend. On the Brooklyn plaza two
steel poles are erected for the overhead work. This work was done
according to the Brooklyn Heights R. R. specifications, necessitating
special patterns of overhead material.
The work was constructed for the department of bridges of New
York city, under the direction of Mr. Kinsey L. Martin, engineer in
charge of the Williamsburg bridge, and the entire construction
reflects great credit upon the sub-contractors, J. G. White & Co.
The street railway of Padua, Italy, is to be taken over by the
municipality.
The Board of Health, of York, Pa., has deputed ten conductors
in the employ of the York Traction Co., to enforce the anti-spitting
ordinance pertaining to trolley cars. The conductors are authorized
to make arrests for violations of the ordinance coming under their
notice.
64
STREET RAILWAY REVIEW.
(Vo.. XV, No.
Park Seats.
The increasing number of street railway parks and pleasure
resorts has considerably augmented a demand, already existing in
connection with stations and waiting rooms, for various pieces
of iron and wood work which should not only be attractive to
the eye, but, being necessary for public use, should be strong and
CENTRAL PARK BENCH.
durable. Among the essentials for park and station requirement are
benches or settees, several type of which are illustrated herewith.
The makers of the settees shown are M. D. Jones & Co., 71 and
73 Portland St.. Boston, one of the oldest concerns in this business.
FIG. 2 — WROUGHT IRON SETTEE.
and one whose products are found in public and private grounds in
all parts of the country.
Fig. I is what is generally known as the Central Park settee, a
type that the firm has made for over 30 years. This is quite a strong
design, with cast iron legs and hard wood slats, and is made in
FIG. 3 — ALL-STEEL SETTEE.
5-ft. and 7-ft. lengths; the 7-ft. benches have three legs instead of
two. These settees can be packed knocked down for shipment.
Fig, 2 is the Jones wrought iron settee, a design that has been
manufactured for several years. The legs in this type are of wrought
iron; to these are bolted 11 slats of hard wood, making a seat for
public use that is very strong and durable.
Fig. 3 shows the Jones all-steel settee, which is made in the
standard 5-ft. and 7-ft. lengths, and can be made any length required.
This type of bench is coming into general use and besides parks is
especially adapted for street railway, elevated and subway stations.
Jones & Co. also makes seats of rustic design, using laurel roots
and cedar.
M. D. Jones & Co. manufacture all kinds of ornamental iron and
wire work adapted for public and private grounds, such as small
and large ornamental vases in iron, ornamental fountains and drink-
ing fountains, garden borders, wire fences, arches, trellises, rustic
wood arbors, vases, etc. ; also for conservatories and inside window
gardens, plant stands, brackets, rustic wood hanging baskets, etc.
The firm publishes a complete illustrated catalog, ^ent on application.
Davis C^oinbination Hack Pressure and Relief
Valve.
A recent invention of Mr. G. C. Davis, of the G. M. Davis Engi-
neering Co., 144 Milwaukee Ave., Chicago, is that of a combination
back pressure and atmospheric relief valve, which is illustrated here-
with. This valve is designed to automatically change from vacuum
conditions to pressure and from pressure conditions to vacuum,
thereby obviating the necessity for two valves and the extra amount
of piping that is often entailed to arrange for running an engine con-
densing at one time and non-condensing at another. As in the well-
known Davis standard noiseless back pressure valve, there is also
embodied in this valve a diflferential semi-balanced disk. The upper
or main disk is of the full area of the inlet pipe and seats on steam
metal and babbitt surfaces. The lower or semi-balanced disk has no
positive seat but operates in a large dash pot and is made tight with
bronze expansion rings. Tlie diaphragm attachment and accompany-
ing connections make possible the automatic features, with which
— in combination with the different seats — it is able to hold a back
^-HB^H^^
DAVIS BACK-PRESSURE VALVE.
pressure up to 20 lb. or a vacuum of 29 in. witliout changing or ad-
justing any part of the valve. A lo-lb. weight is required on the
lever arm, a feature which appeals to the users of single seated
valves.
A large number of these valves have been installed in street rail-
way power plants in connection with the Curtis turbines, ranging in
sizes from 12 in. to 24 in., among which may be mentioned the fol-
lowing : Public Service Corporation, Newark, N. J.; Chattanooga
Light & Power Co., Chattanooga. Tenn. ; Binghamton Light, Heat &•
Power Co., Binghamton, N. Y. ; Northern Ohio Traction Co.. Akron,
O. ; Columbus Railway Co.. Columbus, O.; Saginaw Valley Traction
Co., Saginaw, Mich. ; Oshkosh Electric Light Co., Oshkosh, Wis. ;
Meridian Light & Railway Co., Meridian, Miss. ; Pennsylvania Rail-
road Co., Greenville, N. J. ; International Light & Power Co., EI
Paso, Texas.
■*—•■
Fifty new cars are now being built for the Cincinnati Traction
Co., and larger platforms are being put on 50 of the old cars.
The Rockford, Beloit & Janesville Interurban company and other
interurban companies in northern Illinois are arranging a through
train service between Janesville and Illinois cities to run in oppo-
sition to the steam railways.
Jan. is. "VS]
STREET RAILWAY REVIEW.
65
ScIlli-(-<^n^cI•tiblc (>ais for Jersey <>ciiti;il
Traction Company.
riic :n'''iiiii|iMiiyinK illuslr.-ilion shows iiiu' (jf a minilicr of cars
rccciilly i-iiiii|ilfHil liy llir .1. (1 llrill Co. for tin- Jersey Central
'I'mctioii (n, I 111' i-.ir^ .ni' the hiiilders' patcnicfl scnii-converlililc
type and are for service lielwecn Kcyporl. Matawan and Red liaiik,
towns of eastern New Jersey, Kcyport lieing on Karitan Ray. 'Vhv
lines are iS miles in length and an i8-inile extension to Sonth
.^lnl)oy is nndcr construction. The lines serve a large popidation
which is considerably increased during the summer season. The
seating capacity of each car is 40 jiasscngers. the seats heing of the
step-over type 36 in. long and the width of the aisle 22 in. 'I'he
windows at the rear of the car, which are raised into roof pockets,
give an idea of the appearance of the car wlien open for summer
service. The low window sills, the height being 245^ in. from floor
to top of sill, arc considered to he a decided advantage in a car of
Illill.l, lAK l'i:R JEHSE\ CENTRAL THAI TION CO.
this type, and all the semi-convcrtiblc cars of this type are being
hnilt witli low window sills. The lower sash measures 26^^ in. over
the frame and the upper 17J4 '"•. '''Oth together weighing 17
As
there are ten windows to a side, there is 170 lb. weight of sashes
when raised in each side roof, three-quarters of which weight bears
vertically on the tops of the posts. This excess of weight, though
small, is amply compensated for in the extra strong construction,
including a heavier letterboard than usual. The general dimen-
sions of the cars are : Length over end panels 28 ft. ; over vesti-
bules 37 ft. s in. ; platforms, 4 ft. Syi in. ; width over sills, 7 ft.
\o]A in. ; over posts, at belt, 8 ft. 2 in. ; from under the side of side
sills over trolley board, 9 ft. g^ in.; sweep of posts i}i in.; thickness
of corner posts, 3.54 in. and of side posts 3]4 in. ; from center to cen-
ter of side post, 2 ft. 8 in. ; side sills, 4 x 7^ in., with 12 x M-in.
plates on the inside ; end sills, s]4 " 6% in. Most of the load of
the platforms is carried on angle iron center knees which extend
well back of the body bolsters, thus relieving the ends of the car
from platform strains. The cars are furnished with the builders'
patented specialties, among which include the following: Angle
iron bumpers, radial drawbars, "Dedenda" gongs, "Retriever" con-
ductor's bells, "Dumpit" sand boxes, track scrapers, window sill
arm rests and ratchet brake handles. The cars are mounted on
Brill No. 27-G trucks with 4-ft. wheel base, 33-in. wheels and 4-in.
axles.
World's Fair Awards.
In addition to those awards mentioned in the "Review" for Novem-
her and December, the following were made to the exhibitors at the
Louisiana Purchase Exposition :
J. A. Fay & Egan Co., of Cincinnati, O., which manufactures wood-
working machinery, was awarded a medal on the fine operation of
one of its tools. The company had no regular exhibit, but some of
its tools were shown and operated by other concerns for exhibiting
their various products, which required some woodworking tools.
The National Carbon Co.. Cleveland. O., has been awarded a grand
prize for all carbon products exhibited by this company, including
carbon brushes for motors and generators, Columbia dry batteries,
Columbia carbons for long burning enclosed arc lamps, carbon elec-
trodes and telephone specialties.
The Shepherd Engineering Co., of Franklin. Pa., has been awarded
the gold medal for its engines by the Philippine Government Board
:it the Louisiana Purchase Exposition, for their cNcellency of de-
sign, workmanship and operation, — the three pointfi most ci^scntial
in an engine. During the life of the Expo'-ilioii, the Sliephenl com
paiiy had three of its engines, two simple and one compound, in
service at the power house of the Philippine Ex|>osition, and, of
course, it was on the strength of what the Govcninicnl Board saw
in these engines in aeliial service that convinced them of their sn-
[leriority.
♦*♦
The Sloan Sleet Cutter.
The W. K. Garton Co. has just brought <ml a new sleet culler,
patent for which is pending. It embodies new features and new
characteristics, and is known as the "Sloan." I'niike *ome other
SLOAN SLEET CUTTER.
devices used for this purpose, there are no loose parts to iojc or
become misplaced, and it can be placed in position or taken off the
trolley in a very few seconds. It is very readily applied, and the
readiness with which it is attached and removed is one of the par-
ticular features. Another of the very striking and desirable points
is that of the hump on the back. This serves a purpose which is
highly appreciated by railway men, viz., that it overcomes the pos-
sibility of the sleet cutters wedging in the bridles, frogs, crossings
or other angular points in the overhead construction. Actual ex-
perience has proven that this cutter will save overhead material and
construction where other cutters have proven defective.
This cutter has been in actual service for about one year, during
which time the manufacturer was eliminating all points of weakness
and adding those which were found necessary. The sleet cutting
shoe is detachable and is readily placed in position and held there by
means of two screws. The cutter is so arranged as to snap into
place, the hook on the bottom of the cutter conforming to the groove
in the wheel and the outer end of the cutter being attached to the
pole by means of a spring snap. These can be carried on cars and
taken off or detached in a moment's time, and, as there are no loose
pieces, the likelihood of some part being missing is entirely obviated
The cutter is very slight, consistent with necessary strength, and the
general outlines are pleasing and consistent with good construction
and necessary rigidity.
Forty Kuhlman Cars for Rochester.
The Rochester Railway Co.. of Rochester, X. Y., has within a short
time added to its equipment 40 new car? built by the G. C. Kuhl-
man Car Co. Twenty of these cars are semi-convertibles built
under the Brill patents, and 20 have sashes which drop into
pockets in the side walls. All the cars are mounted on Brill trucks;
those of the semi-convertible type are carried on No. 27-G trucks,
while those with the dropped sash windows are on No. 54 type.
The general dimensions of both styles of cars are the same and arc :
Length over end panels. 28 ft. ; over vestibules, 39 ft. ; width over
sills, 7 ft. 5)^2 in. ; over posts at belt. 7 ft. 9 in. The side sills are
4 .\ 744 in. and end sills 4^ x 6?^ in- : sill plates. 12 x i^ in ; thick-
ness of corner posts. 3J4 in., and of side posts. 3'/i in. Cherry in
natural color constitutes the interior finish and the ceilings are of
birdseye maple. Seats are of the Brill step-over type 36 in. long,
and the aisles of the semi-convertible cars are 22 in. wide. .All the
cars are equipped with track scrapers, sand boxes, platform gongs.
66
STREET RAILWAY RE\Ii:W.
[Vol.. XV, No. I.
brake handles, and bumpers of Brill manufacture. The arrange-
ment of seats in the car with windows which drop into wall pockets
is that shown in the Rochester cars illustrated in the "Review" for
August, 1903, page 460. Longitudinal seats extending half the
length of the car are placed at diagonally opposite sides with trans-
versely placed double seats opposite. This arrangement provides
a wide aisle and, at the same time, balances the load. The Roches-
ter Railway Co. operates nearly 250 cars and has a trackage of more
than 150 miles. The lines enter the city from all directions and
converge at the business center. Several of the finest amusement
parks in the country are owned and operated by the railway com-
pany; one of them is at Sodus Bay and is reached by a line 40
miles long which traverses the picturesque valley of the Genesee
River.
New Cars for Torrcon, Mexico.
Steel Lockers.
The problem of disposing of wearing apparel of employes while
engaged in their daily labor has long been a troublesome one for
the managers of factories, stations, stores and other places where a
large number of people are employed. The introduction of all steel
lockers, however, has practically overcome all the objections met
with in the old style of wooden lockers. The latter have always
proved unsanitary, and the dust and dirt from umbrellas, boots and
clothes has proved one of the most objectionable features. The
lack of ventilation in case the clothing was a little damp soon made
such lockers mouldy and foul smelling. The pen-dar metal lockers
made by Edward Darby & Sons Co., of Philadelphia, are constructed
entirely of steel, thus doing away with the most objectionable fea-
«M2ilj»««
■■*■■>■■■■
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::::::::»
:::: ;::::
1 !■■■■!■■■■
a **••■■■■••;•
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PEN-D.\R NO. 115 CI.UE LOCKER.
tures of wooden lockers. One of the many forms of lockers made
by this company is illustrated herewith. The frame and supports
of these lockers are of angle iron braced and riveted, and the fronts,
sides and bottom are of open mesh, permitting a free circulation of
air. The backs and tops arc of sheet steel. Each locker has a shelf,
nickle plated coat hooks and a three-point combination lock, which
fastens at the top, bottom and side of the door with one motion.
Duplicate keys are provided and each set is mastered. They are
made in groups of any convenient number. These lockers have
been highly endorsed by Fire Underwriters because, being of open
mesh, the contents can be inspected at will and any fire starting
within a locker can be instantly discovered. If necessity for fumi-
gation should arise an entire locker room can be treated without
removing a single garment from its locker. They are furnished in
neat and attractive styles and the great number of these lockers
installed is ample proof of their desirability.
The American Car Co. has lately shipped a number of open and
closed cars to the Tranvias de Torrcon, Me.xico, two of which are
shown in the accompanying engravings. Torreon is one of the prin-
cipal commercial and railway centers of northern Mexico and is
about 400 miles north of the city of Mexico. The closed cars, which
have 20 ft. 8 in. bodies and are 28 ft. 8 in. over the crown pieces,
have transverse seats upholstered in cane and are of the step-over
type furnishing a seating capacity of 32. The lower sashes of the
windows are arranged to drop into pockets in the side walls and the
upper sashes are stationary. Double corner posts are used with glass
set in between, which give a pleasing appearance as well as pro-
OPEN CAR FOR MEXICO.
vide extra strength. The distance between the side posts is 29 in.
and the sweep of posts is 5 in. The width over sills is 7 ft. 5 in. ;
over posts at belt, 8 ft. 2 in.; side sills, 3]4xsH 'i-J end sills,
Syi x65^ in. ; thickness of corner posts, 3^ in. ; of side posts, 1^4 in. ;
seats, 33 in. long; aisle, i8K> in. wide. Folding gates of the Brill
patented type are provided at the platform entrances and are hinged
to the car body. The height from rail to platform step is i8]/i in.
and from step to platform 13 in.
The open cars are 27 ft. ^ in. over crown pieces. From bulk-
heads over crown pieces is 3 ft. 2 in.; width over sills including sill
plates, 6 ft. 3 in. ; over posts at belt, " ft. yi in. ; sweep of posts, 5 in. ;
CLOSED C.-\R FOR MEXICO.
from center to center of posts, 2 ft. 8 in. ; side sills, 3J4 x 7 in. with
7 X i^-in. sill plates ; thickness of corner posts, 3% in. ; of side posts,
2^ in.; from rail to step, I7!4 in.; from step to car floor, IS'A in.
All the cars are equipped with angle iron bumpers, ratchet brake
handles, "Dedenda" gongs, of the Brill make, and the open cars
have Brill .patented round-corner seat-end panels. The trucks are
Brill No. 21-E type having 7-ft. wheel base and 33-in. wheels, and
are equipped with 3S-h. p. motors.
The employes of the Santa Barbara Consolidated Railway Co.,
Santa Barbara, Cal., have organized a club for the purpose of pleas-
ure and study. The plan is to lease rooms, which will be suitably
furnished, and the local instructor of the International Correspond-
ence School will have charge of the classes in instruction.
The employes of the York County Traction Co. and the York
Street Railway Co., York, Pa., have incorporated under the title,
"Beneficial Association of Street Railway Employes."
Package and express service has recently been inaugurated on the
lines of the Stark Electric Railroad Co. between Canton, Louisville,
Alliance, Damascus and Salem, O., and arrangements are con-
templated with other electric lines by which Akron, Massillon
Navarre, Canal Dover, New Philadelphia and Uhrichsville will be
reached.
Jan. 15, 1905.1
STRF.I'yr R.MI.WAY Kl'.VIKW.
67
The Lima Insulator.
I lie W. R. Gartou Co., 118- 132 West Jackson lioulcvanl, Chicago,
has recently closed a contract with the Lima Insulator Co. of Lima,
N. Y., to act as its exclusive general western agent. The Lima com-
pany is manufacturing a high grade of high tension porcelain in
bearings through holes in (he crank shaft and web to the crank
pin. From this point the oil is conducted up through a hole in the
connecting rod to the crosshead pin. A separate set of pipes con-
veys the oil from the crosshead guides to the valve stem guides.
The pressure of oil in the bearings under this system will vary from
12 to 18 lb. per sq. in. The mechanical efficiency of the engine is so
DIFFERENT TVPF.S OK LIMA INSUI.ATOKS.
sulators, giving especial attention to details with a view to securing
results of the highest standard. 'I'he accompanying engraving shows
the insulators which are being placed upon the market by the Gartoii
company, being gas fired, of excellent white and brown porcelain
and of an attractive form. The W. R. Carton Co. has spent several
years giving close attention to the requirements of high tension work
and are prepared to serve the trade intelligently and faithfully in
tliis particular, and the Lima Insulator Co. will gradually increase its
facilities until it is able to meet the demand of prompt deliveries of
the very large increased trade which is anticipated for the coming
year.
New Sturtevant Generating Set.
In response to the demand for a high-class generating set at rea-
sonable cost, the B. F. Sturtevant Co. of Boston, Mass., has de-
veloped the type, illustrated herewith.
The general design of the engine embodies all the latest improve-
ments to the horizontal type. The reciprocating parts are substan-
tially constructed and counterbalanced with lead load disks. A
feature of construction is that of forging the crankshaft solid in one
piece and shrinking the disks onto it. A special arrangement of
the Rites' governor gives a regulation within 1 to I'A per cent
from full load to no load, and by a modification of the Marshal!
valve gear an adjustment of the cut-off from zero to 70 per cent
is attained. The main bearings, crank pin, valve stem and slides of
this engine are well babbitted with the Sturtevant white metal. A
recent and important improvement is that water-shed partition which
prevents the water from the piston rod stuffing box from reaching
the interior of the engine frame, and the oil on the reciprocatins;
parts from being thrown out into the engine room. The main body
of the engine is enclosed on both sides by movable plates, as may
be seen from the illustration, and the crank webs are enclosed by a
cast iron hood having two holes with removable covers, one for thv
purpose of cleaning the crankpin box while the engine is in motion and
the other for removing the box without taking od the large hood.
Between the water-shed partition and the front end of the cylinder,
is a hand hole for reaching the stuffing box bolts without commu-
nication to the oil spaces.
There are two oiling systems for this type of engine, the gravity
or tank system and that by forced pump lubrication. With the
gravity or tank system, shown in the illustration, an oil tank sup-
plies the pipes leading to the parts to be oiled. At each point where
the oil is delivered is a little gage glass and valve for regulating
the flow at that point. A valve just below the tank regulates the
entire oiling system.
With the pump, or forced lubricating system, a pump is located
in the base of the engine and is operated by the crank-shaft. Oil
is delivered from this pump to the main bearings and from the main
materially increased by this system of lubrication that its demand i*
rapidly increasing.
The generator of this set is of the eight-pole type, and is capa-
ble of carrying momentary over-loads of 50 per cent without any
shifting of brushes or flashing of the commutator and an over-load
or 25 per cent for a period of two hours without undue heating.
.After a continuous run of ten hours at full load, the increase in tem-
perature above that of the surrounding air never exceeds 40° C upon
STURTEVANT CENER.^T1NG SET.
the armature and field coils, and 45° C, upon the commutator. The
average temperature rise is about 33° to 35° C. Before being shipped,
the generator is given a break-down test of 1500 volts, alternating
for sixty seconds between the conductors and the frame of the
machine to test the insulation.
The magnet frame is of the very best grade of cast iron, split hor-
izontally. The pole pieces are of wrought iron with cast iron shoes
or horns and are secured to the magnet frame by through bolts.
Any of the pole pieces may thus be removed to repair the field
coils. The latter are wound up in two sections, with an air space
between the shunt and scries coils. The shunt winding is of double
cotton covered magnet wire of highest conductivity, thoroughly in-
sulated and so treated as to be practically waterproof. The series
winding is of solid copper bars, insulated in the same manner as the
shunt coil.
The armature is of the ironclad, form wound, ventilated drum type.
having a core built up of charcoal iron plates, which plates, after
being thoroughly japanned, are mounted upon a cast iron spider
and securely held in position by end flanges. No bolts pass through
the armature laminations. The armature spider has an extension
68
STRF.ET RAILWAY RF.VIF.W.
[Vol. XV, No. i.
upon which is mounted the commutator making tlic armature and
commutator one unit.
The armature conductors are solid copper bars, without joints ex-
cept at the commutator end. When these bars are formed they are in-
sulated by material not perceptibly affected by heat or ordinary
atmospheric moisture.
In the construction of the commutator, only drop-forged or drawn
segments arc used, these being secured in cast iron shells of spider
construction and clamped :n place with a steel ring. No cast seg-
ments of any nature whatever are used. The segments are insulated
with the best quality of carefully selected mica of a degree of hard-
ness to allow the mica and segment to wear uniformly, obviating
trouble from high mica. The end insulation consists of micanite
rings, and the whole commutator is assembled while hot, under
great pressure. Carbon brushes only are used, the commutator being
so proportioned and the brushes of such size as to allow at least one
square inch of brush area lo every 30 amperes carried. These
brushes arc carried in holders of most approved construction, each
mounted upon a self-contained brush rigging so arranged that the
entire set of brushes may be rotated completely around tlic com-
nuitator.
Hand wheels are furnished for adjusting the brushes in position.
these hand wheels being so located that the brushes may be adjusted
from either side of the generator.
Westinshouse Railway Motor No. 92.A.
The Westinghouse No. 92-A railway motor, a general view of
which is shown herewith, is designed to perform the same class of
service as the No. 49 motor, but differs from the latter in several
important details. Its design closely resembles the Westinghouse
Nos. 9,^ and lOt-B motors.
The new model is designed for both city and suburban service.
In city service a double equipment is suitable for operating single or
double truck cars weighing from 14,000 to 15,000 lb. without equip-
ment or load. In this service with stops ^ to H of a mile apart a
double equipment with gear ratio of 14 to 68 will produce schedule
speeds of 10 to lyA m. p. h, with 500 volts pressure and a straight
level track. .-X four-motor equipment will operate a double truck car
WESTINGHOUSE NO. 92-A MOTOR.
weighing 30,000 lb. attaining practically the same speeds just men-
tioned. The No. 92-A motor has a nominal rating of 35 h. p. for
one hour but this is only an approximate indication of its suitability
• for a given service
.■\ study of the accoinpanyiug curves is necessary to determine the
suitability of this motor for any particular condition of service. This
motor has a continuous capacity of 30 amperes at 300 volts or 28
amperes at 400 volts. A shop test of 24 hours at these loads
showed that the temperature rise in the windings will not exceed
75° C. In actual service the better ventilation will reduce this rise-
in temperature considerably.
The frame is approximately cylindrical and consists of two steel
castings accurately fitted, 'fhese are hinged together allowing the
lower frame to swing downward. The armature may be swung down
with the lower frame or may be retained in the upper frame. Access
to the commutator or brush holders is provided by an opening in the
upper frame which is closed by a dust proof lid. Hand holds are
provided in the lower field which are closed by watertight covers.
The four poles project inward at an angle of 45°. These are built
up of annealed punchings riveted together between wrought-iron end
plates and bolted to the frame. The field coils are wound with
copper strap insulated with asbestos and mica and several layers of
tape. The coils are machine wound and are interchangeable and are
held in place by flat steel springs.
" The armature is of the slotted drum type built up of circular punch-
ings of soft steel mounted on a cast-iron spider. Special attention
has been given to providing air ducts through the armature to insure
good ventilation and a uniform temperature throughout. It is
wound with machine formed coils, heavily insulated, which are im-
bedded in slots on the armature.
( H.\R.\CTF.RISTrC I'l'RVES OF WESTI.NGHOrSK qj-.\ MIlTllK.
The commutator is of the straight bar type without necks and
comprises 123 bars of hard drawn copper.
The cast brass arms bolted to the upper frame carry the brushes.
The latter are copper plated carbon and each is 'A^'i'A in. in sec-
tion. The armature bearings are of large size, each bearing consist-
ing of a cast-iron bushing in one piece lined with babbitt. Each
bearing is carried in a housing of cast-iron which is held in place
by tap bolts through both the upper and lower frames, and turning
is prevented by a key. These housings contain an oil and waste
reservoir covered by metal caps held by springs.
The axle bearings consist of iron shells divided horizontally and
lined with babbitt. Each is eight inches long and may be made for
any diameter of axle up to five inches. Lubrication is obtained in a
manner similar to that of the armature bearings.
The No. 92-A motor is designed for cross-bar suspension. The
pinions are forged steel, the gear, which is in two parts, is of cast
steel, the face being five inches. The gear case is of malleable iron
in two castings. This is made to bear very hard service and the
gears may be run in oil if desired. The motor complete with gear
case weighs 2.320 lb. and a two motor equipment with two con-
trollers weighs approximately 5,680 lb. A four motor equipment
with controllers, etc., weighs about 10,900 lb.
Street railway employes at Binghampton, N. Y.. were recently
tendered a reception at the Binghampton Public Library in order
that they might become acquainted with the many valuable books
on electricity and the many advantages that institution holds out to
them.
Les Tramways Florentins, which is a joint stock company with a
capital stock of 8,250,000 lire ($1,650,000), began operation Apr. 6,
1880, and now has 48 miles of steam and 28 miles of electric road iii
operation. The traffic manager is Alfredo De Bonia, and the chief
engineer Domenico Spallicci.
Jan. 15, 1905I
STREET RAILWAY REVIEW.
69
Accidents.
DcccidIiit r7lli. MnriiiK a snow .storm, a iiorllilioiiful far on tin-
.■Mli'iilown & SlatiiiKl"" Streel railway liad a licail-on collision willi
a siiMlli-homul car, five miles from Allcnlown, Pa. Two persons
were Uillcd and of the fio passengers on the north-bound car, it is
slated, very feu c'sca|ic<l injury.
Deccnilicr 2^t\\, one man was killcil .-mil nine others injured in
a crash between an outbound Kinlitli .ind ("entral St. car ami a
Nortliern Pacific switch cnsiiie at Mnnieapolis, Minn. The acci
dent wa^ due to a misinterjirelation of the signals between the
crossing watchman, the niotorman and tlie engineer,
December J.Stli. nine passengers, the niotorman and the conductor
iif .111 electric car on the Camp St. line were injured at Providence,
K. I. The car got beyond tlic control of the niotorman going down
a hill, at llie foot of which the car jiiiii|h-i1 the tr.ick and r.an into a
pole on Ihe west side of the street.
December ,^olh, an castbound Wabash freight train crashed into
a I lalsted St. car of the Chicago Union Traction Co., and of the 10
passengers five were injured, one seriously.
December ,10th, in the destruction by fire of the repair shop of
the Chicago lliiion i'raction Co. at Washington Boul. ant! Harding
.\ve., two firemen were killed and three injured in fighting the
llames.
Tranvias de Salamanca.
The Ferrucarril Urbane de Salamanca is the name of the com
pany which controls the street railway of Salamanca, Guanajuato.
Mexico. The line, which is l,.soo meters in length, starts at the
principal square of the town and runs to the Mexican Central and
Mexican National railway stations, passing through the principal
streets. The motive power is animal and the equipment of the
road consists of two coaches for handling passengers and two plat
form cars for handling freight. The principal offices of the com-
pany are at Calle del Angel No. 18, Salamanca, and the officers of
the company are : President, general superintendent and purchas-
Bad^cs for Intcrhorou^h Einploycs.
With the opening of the subway division of the IiilerlxjrouKli
Kapid Transit Co. in New York, the American Railway Snpply Co,
made S.Hso badges for the company. Among this lot there were
2,000 employes' coat badges of a particularly attractive design, Ihc
accompanying illustration showing Ihe design and exact size. It
is made of fjerman silver, the letters are embossed and the figures
are brazed on. The entire badge is then finished in o.xydircd silver
ijtj^^v
INTERBOROUCH R.M'IU TRANSIT to. UAriGfc.
The .\merican r<ailway Supply Co. has its headquarters at 24 Park
Place, New York City, and manufactures baggage checks, hotel
checks, luinibcr plates, pay checks, tokens, medals, breast badges.
cap badges and buttons, and all sorts of stamped and embossed
metal work. The company also carries a line of numbering ma-
chines, dating stamps, registering or counting machines, seals, hotel
trucks, lanterns, ticket punches, metal letters and figures, office mail
bags and heavy mail bags for railroad use.
A New Trolley Wire Finder.
Ihe accompanying engraving is that of a new trolley wire finder
which has recently been invented by Reed & Balxrock. of 714 Mace-
donia Ave., Muncie, Ind., and which has just been placed upon the
market by its inventors. The design of this device is of such sim-
plicity that its construction and operation may readily be deter-
mined from the illustration. It consists of a U-shaped piece of
metal, which fits on the trolley spindle between the harp and the
LINE IN SAN VICENTE VALLEY.
iiig agent, Fcdcrico (iarma ; secretary. Enrique .Santa Maria; treas
iirer, J. Dolores Gonzales ; manager, Pedro Vasquez.
This company also controls the railway in the hacienda of San
\ icente, situated in the valley of Santiago, state of Guanajuato
riiis line i.s 2,250 meters long, principally for service in the hacienda
of San Vicente, although the company handles business for the
neighboring haciendas, delivering both freight and passengers at the
Garma station of the Mexican National R. R., where the line con-
nects with that railway. The company has for this service a tram
way car with a capacity for 25 persons, and for freight service two
platform cars with a capacity of 12 tons each. The traction power
is animal ; the gage is narrow, being 924 mm. and the rails weigh
7 kilograms to the yard, these being purchased from manufacturers
in the United States. .\ fine shaded road leads from the railway
station to the hacienda of San Vicente, as may be seen in the ac-
companying engraving.
REED & BABCOCK TROLLEY FINDER.
trolley wheel. To this is attached the trolley rope so that when it
i pulled down by the conductor to place the wheel on the trolley
wdre it throws the finder into a vertical position, as shown. The
normal position of the finder is horizontal, the weight of the ends of
the prongs being such as to cause it to return to this position as
soon as the trolley wheel is on the wire, and the rope hangs slack.
The device has been tested by local street railway men at Muncie
and pronounced to be very successful.
A class of students from Purdue University. LaFayette. Ind.. re-
cently visited the central power station of the Indiana Union
Traction Co. at .Anderson and the power house of the Indianapolis
& Northwestern system at Lebanon, for the purpose of inspecting
their operation.
70
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
Type B Single Phase Integrating Wattmeter.
The newest p^tern of Westinghouse integrating wattmeter is the
type B, which is designed for use upon single phase circuits of
7,200 and 10,000 alternations. In all its essential features it com-
plies with the Westinghouse standard designs which employ the
principle of shunting. The greater portion of the field due to the
shunt winding and allowing only a short portion to combine with
the series field to produce a torque on the disk.
The accompanying illustration shows one of the new instruments
with a glass cover, and they are also made with metal covers. It
is compact in form and the front connections on top of the meter
case add materially to convenience in installation. It is a sealed
meter with the original calibration preserve under the makers'
seal and it requires no adjustment when put into service. It is
only necessary to connect the line wires to the four terminals and
to take the initial reading of the meter to put it into use. Four
binding posts are used for connecting up both sides of the circuit
The Drumniond Detective Agency.
TYPE 1: IXTEGR.VTINC W.VTTMETEK.
to the meter. The shunt connection is permanently made inside
the meter.
All the working parts of this meter are attached to a single cast-
ing which insures strength and rigidity, perfect allignment and also
reduces the liability of injury from jarring.
Two magnets are used which permit the adoption of a wide air
gap, thus eliminating the danger of the disk rubbing. The adjust-
ments are conveniently located and easily made. At full load the
disk makes 25 revolutions per minute. The meter records directly
without the use of a constant and its accuracy is not aflfected by
reasonable variations in voltage. It is claimed to record correctly
from two per cent of full load to fifty per cent overload, and under
all conditions of power factor and wave form.
The essential feature of the ball bearing of the older types,
which consist of a steel ball between two cup-shaped sapphire jewels,
is retained for the lower bearing in this meter. For the upper
bearing the shaft which supports the disk is drilled out at its
upper end slightly larger than the pin which is attached to the upper
screw and at one point its depth its diameter is reduced to form a
bearing for the pin. At the bottom of the hole is placed a piece of
felt impregnated with oil and capillary attraction causes the oil to
creep up and oil the bearing.
Probably few electric railway officials realize the work, methods
and results accomplished by a first class street railway detective
agency. The common error is in the supposition that the services
of such an agency are only necessary in times of strikes and violence,
or in cases of special leakages or defrauding, not realizing that their
value lies in systematic every-day work in the various departments
of a road, in apparently prosperous and peaceable times.
This work is divided into three distinct branches, namely, spotting,
strike breaking and accident defrauding cases.
The Drummond Detective Agency make a specialty of furnishing
employes, well skilled in any of the departments of electric rail-
way work, who apparently arc employed by the road, the same as
other employes, apparently paid the same as other employes and
doing equally as good and proficient work. These men associate
with, work with and become on an equal footing with the road's
regular employes, thus being enabled to report any trouble brewing,
dissatisfaction, or threatened strikes, furnishing the officials of the
road with the names of the trouble makers or agitators, so that by
laying off tliose employes a serious strike may be nipped in the bud.
This part of the spotting amounts to strike breaking, although
the Drummond Detective .'Agency also furnishes men for strike
breaking, after a strike has been declared. But the proper spotting
of a system as furnished by this company will usually avert a
strike.
One branch of its work consists in investigating and shadow
work in cases of defrauding a railway by fake damage suits. As is
well known there are many instances of injury where large damages
are paid, when in reality the plaintiflf was slightly injured and in
-ome instances where the injury was caused other than by the rail-
way company.
This agency is located at I Ann St., New York City, and is in
charge of Mr. .\. L. Drummond, ex-chief of the U. S. Government
Secret Service.
« » »
West Penn Annual Banquet.
One of tlie many features which have brought the officers and
employes of the railway and lighting departments of the West Penn
Railway & Lighting Companies in closer touch with each other, and
an affair to which both look forward with a great deal of interest,
is the annual banquet. The companies have recently sent out passes
to the many employes and friends of the companies passing the
bearer for the year 1905 along the line of prosperity, health and
happiness, on the reverse side of which is an invitation to the
annual banquet which was held in Pritchard's Hall, Connellsville,
Pa., Wednesday night, December 28th, at 2:00 a. m. Those in
charge have put forth their best efforts to make this affair more
enjoyable this year than before, and among other things provided
special cars from the Uniontown and Iron Bridge barns to convey
the guests to the banquet hall.
In order to further stimulate interest in the construction of the
Cedar Rapids, Waterloo & Northern railway, hundreds of buttons
containing the picture of a trolley car in the center, above which are
the words, "Urbana, Brandon, Shady Grove and Jubilee" and un-
derneath "The Farmers' Favorite Line. United We Stand," are be-
ing distributed.
The city council of Cleveland, O., has authorized the Cleveland
Electric Railway Co. to begin an e.xperimental service for an in-
definite length of time to determine the profitableness of a 3-cent
fare within a radius of two miles from the center of the city. No
transfers will be given on the 3-cent fares and the company has tlie
right to abandon the experiment at its discretion.
Newspaper .reports state that the Cripple Creek Central R. R. pro-
poses to eq\iip its line with electricity.
The report of the Secretary of the Commonwealth of the state of
Pennsylvania shows that the street railway business of that state is
rapidly increasing. During the two years which ended Dec. i, igo4,
charters were granted to 194 street railway companies as against
54 granted to steam railroads. In addition to this there were also
364 certificates granted extending the routes of street railways.
STREET RAILWAY REVIEW
Vol. XV
FEBRUARY IB, 1905
No. 2
The Iowa & Illinois Railway Co.
DcHcribiiis the Line, Power Plant, Rolling Stock and Opeiatinu .MctlinJs of the Recently Completed
Interuiban Line IJetween Clinton and Daxenport, Iowa.
Tlie new iiitcnirbaii line between Clinton ;nul Davenport, la., was
fi)rnially opened tn traffic Nov. 20, 1904. 'I'liis roatl, vvhieli is 36
miles in lengtli, practically parallels the Mississippi Valley for tlie
entire distance between its terminals and for a nnniber of miles
rnns close to the Mississippi River, whose nnmcrons wooded islands
and winding banks make the trip over the new intenirban full of
interest and offer at freqnent intervals many charming rustic \fiews.
Starlinp; at Clinton the cars of this company operate arouitrl a
liicip upon tlic tracks of the Slate Electric Co. for a distance of
grade 1,200 ft. long on the approach lo a viaduct over the Chicago &
Northwestern railway at Comanche. The sharpest curve is one of
three degrees.
The cuts along the line are rather light, the heaviest one heiiig
knr)wn as I'inneo cut in Princeton, is alwut 25 ft. deep. Si.\ly
thousand yards of earth were removed from this cut and used
in making an approach of one per cent grade. There arc two
iS-ft. rock cuts on either side of Budd Cretk near Princeton, whose
combined length is 1,000 ft. The only other cat along the line is
INTERIOR OK POWER HOLSE, IOWA & ILLINOIS RAILWAY CO.
tine mile. From the loop in Clinton the company operates over
its own private right of way for a distance of 33 miles to the city
of Davenport, where it operates over a loop on the tracks of the
Tri-city Railway Co. for a distance of two miles.
The population of Clinton is 27,000 and of Davenport, 40,000,
while Rock Island and Moline have together about 50.000. On
the route are the small towns of Princeton, LeClaire and Pleasant
Valley. The rural population in the territory tributary to the line
is an important item but the greater portion of the traffic is expected
to be through business and accordingly the line has been designed
with an especial view to high speed operation. The grades do not
exceed one per cent except at one point where there is a two per cent
one at a station called Tile Works where there is a short 25-ft. cuL
There are several long fills upon this road and considerable trestle
work, which is being filled in as rapidly as possible. There is one
fill at ShafTton three-fourths of a mile long and 15 ft. high and
another south of Le Claire one mile long varying from 10 to 15 ft.
in height. The most noticeable work of this character is a com-
bined trestle and bridge at Wapsie, the whole being 3.100 ft. long, of
which 2,300 ft. of trestle is to be filled. There arc a number of
other trestles and bridges along the line all of which have been
designed for carrying a 40-ton car. There is a plate girder via-
duct 350 ft. long at Comanche, a i50-ft. through truss bridge
at Wapsie ; loo-ft. through truss bridge over Budd Creek and
72
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
i 90-ft. through truss bridge and 700 ft. of temporary trestle
to be filled at Pleasant Valley. The foundations of all culverts
are of concrete and the smaller ones are built with 24-in. to 36-in.
pipes with from one to four pipes to a culvert, the pipes being laid
between concrete head-walls. The larger culverts are open and
have concrete abutments connected by T-beams. There are three
ballast is also procured from another crushing plant at
Le Claire.' .^t present the road is only partially ballasted, but
the work of ballasting is being carried on as rapidly as possible
and the roadbed is expected to be entirely completed during next
spring. The overhead construction is bracket work except at curves
and turnouts where span construction is used. The poles are 30
and 35 ft. long, 7 in. in diameter at the top and were selected to
standard specifications. The brackets are extra long (11 ft.) and
extra heavy, the poles being set 8J4 ft. from the track center to
avoid any possibility of accident from this source. All of the ovcr-
VIEW OF THREE-MILE T.\NGENT.
EXTEUIUR OF SUB-STATION .^T PRINCETON.
surface crossings, and one over-head crossing with the Chicago &
Northwestern railway at Comanche. Only one of the surface cross-
ings, is with a main line road ; the latter is a crossing with the
Chicago, Rock Island & Pacific at Shaflfton, Of the other two sur-
face crossings one is with a double switch track of the Davenport,
Rock Island & Northwestern at a place called Quarry, and the
other is a single switch track crossing with the same line at Bet-
tendorf.
Roadbed and Overhead Work.
The track is laid with Illinois Steel Co. 70-lb. T-rails of A. S.
C. E. section in 30-ft lengths. The joints are staggered and are
made with six-bolt fish plates. The track is bonded with the
.\merican Steel & Wire Co's. g-in. U. S. bonds of No. 0000 capac-
head material was supplied by the Mayer & Englund Co. of Phila-
delphia. There are two No. 0000 round trolley wires carried in 20-oz.,
iS-in. clinch and soldered ears which are supported in heavy malle-
able iron yokes ; these are attached to the brackets by short suspen-
sion. The high tension lines consist of three No. 4 hard drawn
copper wires supported in the form of an equilateral triangle on No.
17 Locke glass insulators, the two lower wires being mounted on
4x5 in. two pin arms and the upper wire on a single pin arm at the
top of the pole. The lower insulators are on 12-in. locust pins with
two-inch shanks and the upper insulator is on a i6-in. pin, and the
wires transposed one-third of a revolution every mile. The poles
also carry a telephone circuit on wood brackets just below the strut
from the main bracket, .^t all stations, turnouts, spurs and cross-
OVERHEAD CROSSING WITH CHICAGO & NORTHWESTERN RAILWAY, AT COMANCHE.
ity, two bonds being placed at each joint. The holes for the bonds
were drilled on the ground. Spring switches and frogs are used
throughout the main line track and the switches are provided with
dwarf target stands carrying standard steam railroad lights. The
track is laid on No. i oak ties 6x8 in. x 8 ft. spaces 24 in. between
centers. Crushed rock ballast is used and is laid six inches deep
under the ties. This ballast is procured from the railway
companies' quarries at Comanche, where they have erected
a stone crushing plant for this purpose. Some of the
ings, jack-boxes are placed on brackets attached to the poles in such
a position that they can be readily reached from the car. Each
car carries a telephone which can be attached to the jack-boxes
at the regular telephone stations and telephone connections can be
made at any point along the line, by means of emergency poles car-
ried on each car. The telephone line is transposed at every fifth pole.
A dispatching system with the dispatcher located at Princeton
using the Egry triplicate system of dispatching orders will be in-
augurated. Stromberg-Carlson telephones arc carried on the cars.
Feb. is, iQOS-l
STREET RAILWAY REVIEW.
73
In .[(liliiK.ii 111 till' i.vi-r-lu-.-i(l lilies ali'i-acly iiK'iilioiicd there is a No.
0000 direct feeder wliieli e.xleiids frr.iii I'leasaiit Valley lo NiittiiiK'<,
a distance of 3.2 miles.
I'liwer House and .Snh-slalioiis.
1 lie |)i>wer house of tile Towa & Illinois Railway Co. i.s intcresliiiK
a.s licini; llie only niie in lliis eoinilry wliieli is operated entirely by
EXTERIOR OF rOWER HOUSE.
and tile auxiliaries,
in tlic accompanying
the e(juii)meut
steam turbines for both the principal unit^
The power station building which is shown
illustration is decidedly small for the capacity of
which it contains. This building is made entirely
of concrete which was molded in place, the walls
being 13 in. thick, reinforced by 17-in. pilasters. It
is situated on Mill Creek, a small tributary of the
Mississippi, which location is upon the line of the
road and 31/2 miles from the Clinton terminus. The
building is divided into three rooms, the first being
a boiler room 39 x 55 ft., second a generator room
32 X 55 ft., and third a small transformer room
10x15 ft. The opening between the boiler and en-
gine room is provided with a fire-proof rolling steel
shutter. There is no communication between the
transformer room and the other part of the building,
the transformer room being entered only by means
of outside doors. At one side of the building along-
side of the transformer room, is erected an independ-
ent self-supporting steel stack, the foundation for
which is 14 'ft. sq. by 28 ft. deep, and is built of con-
crete. The stack is 140 ft. 6 in. high above the floor
of the building, is 10 ft. in diameter at the bottom,
7 ft. 3 in. at the top and is lined with sand-lime
brick. It was built by the Coatesville Boiler Works.
The entire interior floor space of the building meas
ures 72 ft. 5 in. x 55 ft.
The boiler room is equipped with three Babcock &
Wilcox boilers of 200 h. p. each, and space is left for the addition of
one more boiler of the same capacity. The boilers are provided with
tubes for superheating the steam, and also have extended furnaces in
which the coal is first ignited in front and the fire then pushed back
to the rear part of the grate. This method of tiring has been found
to be most advantageous for the grade of soil coal used in this
part of the country. The boilers arc fired by hand with coal which
is brought in carload lots lo the boiler house upon a coal trestle
running back of the boiler room. The coal is delivered at Clinton
by the steam railroad cars and is drawn over the intcrurban com
pany's lines by a large express car used as a locomotive. A spur
track leading to the trestle is built from the main line of the road
to the power house. Standard size coal cars are easily handled
by this electric car.
The steam header extends straight .across the boiler room over
the rear of the boilers and is connected by means of long bends
to the boilers on one side and to the turbines in the generator
room, the latter bends passing through the concrete partition wall
between the two rooms. The steam header and all the high pres-
sure piping are supplied with Mitchell rolled joints, and- Chapman
gate valves are used throughout. The boilers are fed by two
Barr pumps 7'/z X4'A x 10 in. in size and these pumps are connected
so as to feed cither the boilers or the house tank. The draft of
the boilers is regulated by a "straight line" damper regulator, built
by William P. Dennis, of Philadelphia, and placed in a brick smoke
flue built along the rear of the boilers and connecting to the stack.
In the space betsveen the two batteries of boilers is located a Coch-
ran open heater into which the auxiliaries exhaust. In the basement
there are two .Mberger pumps, 4J4 x 35^ x 4 in. in dimensions, which
raise the water from the hot well to the heater. This water is
obtained from Mill Creek across which a 5-ft. dam has been built
at the rear of the power house and having an S-ft. wing dam parallel
with the rear wall of the building. It may be mentioned here that
the boiler feed and hot well pumps and the air pumps for the
condensing system are the only pieces of machinery in the building
having reciprocating motion.
The two main generating units consist of Westinghouse-Parsons
turbines direct connected to 400-kw. Westinghousc generators run-
ning at 3.600 r. p. m. and generating current at 13,200 volts, 7,200
alternations. These are believed to be the first small turbine units
built to generate current for 13,200 volts. These turbine units are
supplied with -Mberger condensers of the dry vacuum system type.
These condensers arc erected alongside of the turbines on the main
floor and occupy as much or more space than the entire generating
unil.
The maximum overall length of the turbines is 12 ft. 4 in., the
maximum width 4 ft. 6 in. and maximum height 7 ft. 6 in. The total
weight of the turbine is 20,000 lb. These figures include only the
turbine itself and not the generator direct connected to it. Except
for the air pumps which are connected to the condensers it is diffi-
cult to see any motion of machinery in the station, even when it is
AUXILIARY MACHINES.
ill full operation as the generator armature revolves so rapidly that
the motion is unnoticeable.
The condensers are fitted with lo-in. suctions and each con-
denser has 2,000 sq. ft. of cooling surface. The circulating pumps
have 4-in. suction pipes. The circulating water is handled by two
74
STREET RAILWAY REVIEW.
[Vol. XV, No. 2
pumps operating at 2,400 r. p. m. ilrivin by 8-h. p. De Laval tur-
bines which run at 24.000 r. p. m.
.\ separate view is given herewith of the two exciter units and
one of the circulating pumps, all of which arc driven by small De
Laval turbines and the small size of these units is very noticeable,
occupying as they do but three or four square feet of floor space.
The two c.xciters are each of 20-kw. capacity and generate at 125
volts ; the turl)inc speed is 24,000 r. p. m.
The switchboard is located at one end of the generator room
suction and discharge pipes are carried in tliis same duct with the
high tension wiring. The high tension lines which run out of the
building are supplied with Westingbouse high tension switclies of
the stick type and the Westingbouse low equivalent lightning ar-
resters. The high ten.sion wires are carried out through a drain-tile
which is built in the wall and insulators at cither end keep the
wire taut through the pipe. On one .'ide of the stack foundation
a small brick addition has been built which is used fur an oil
room and for waste and other inflammable material.
IOWA .V ILLINOIS KAILWAV INTEKURBAN CAK.
near the exciter sets and stands about 6 ft. from the end wall of
the building. The generator panels each contain oil switches, three
ammeters and two voltmeters on the high tension lines, an ammeter
and voltmeter for the exciter, and one total wattmeter.
The rotary switchboard includes two panels for the rotary con-
verter, one containing an ammeter, a power factor meter, a start-
ing motor switch, a main switch, a synchronizing plug and a General
Electric recording wattmeter. The direct current panel contains
a circuit breaker, a direct current ammeter, two single pole
switches and a rheostat. The rotary converter is located in one
corner of the building and is used for feeding the end of the
An automatic oiling .system is provided for the turbine units
consisting of a pump on the ba.se of each machine and which
is operated in connection with the governor mechanism. These
pumps are of a comparatively large capacitj and maintain a heavy
stream of oil through bearings of the turbines and generators. The
oil then flows by gravity to a reservoir from which it is again raised
by the pump and used over and over.
There are two sub-stations upon the line other than the sub-
station equipment contained in the power house. One of these is
located at Princeton, almost at the center of the road, and the
other is at Pleasant Vallev. which is nine miles from the- Daven-
CAR BARN AND STORAGE YARD, IOWA \ ILLINOIS RAILW'AY.
trolley line near the station. It is a 300-kw. Westinghou.se machine
running at 720 r. p. m. and giving 650 volts direct current. It is
equipped with an induction motor for starting. The transformer
room contains three loo-kw. Westingbouse oil-cooled step-down
transformers, reducing the 13.200-volt current to 393 volts, 7,200
alternations, for the rotary.
The high tension wiring from the generators to the switchboard
IS carried by heavily insulated wires which run in a pipe duct
built along the center of the floor of the generating room; the
port terminus. .\n exterior view of the Princeton sub-station is
shown herewith. This is a small building which is of just sufficient
size to hold the present equipment. Pleasant Valley sub-station is
about the same size, but is built of concrete. The e(|uipinent of both
stations is identical. Each contains a 300-kw. 10-pole Westingbouse
rotary converter which runs at 720 r. p. m. and is fitted with an in-
duction motor for starting. The auxiliary apparatus is of the usual
standard pattern, and neither of the sub-stations contains any un-
usual features of engineering interest.
Fp.n. 15. loosl
STRF.KT RAILWAY RF.VIEW.
7S
Rolling Stock.
The coiDp^my's rolliiin slock is imiisii.-iily JiaiuKnnu-, ;inil ronsists
at present of fonr motor cars, llirce trailers, ojie express car, one
electric locomotive, two flat cars anrl six center dnmp ballast cars.
Ml of the passenger cars and the express car were hnilt hy the
John .Stephenson Co.; each class of passenger cars has been stand
ardizcrl and is absolutely nniform holh in design, decoration and
equipment, 'i'be motor cars are 56 ft. long, over all, and have a
seating capacity for Co people. The trailers are 45 ft. long, over all.
and the express car 40 ft. The motor cars arc momilcd on H:ilil
win Locomotive Works sl.niilard inolnr irncks Nn i;;.), ,uid ilic
Irailcr cars on No. I.'S sl.-ind.nd Ir.nlir Iriu'ks of ibi- same make
dark figured mahogany with dull finish and with panels of mar-
quetry. The ceilings arc of the semi-empire pattern and arc deco-
rated in light green with goM striping. The arrangement of the
interior is somewhat untisual ; the principal compartment occu
pies a little more than half the length of the car and in front of
this is a smoking compartment. Between the smoking compart-
ment and the front vestibule, which is of just sufficient size for the
motorman's cab, is a baggage compartment. The latter i.<i a small
room about 8 ft. long having sliding doors at each side and is used
for carrying trunks and express packages. This compartment is
provided with two side seats which fold up against the front vcsli-
linle lint which may be let down for the use of passengers when
Iowa a ii.m.nois w,\ri,\v,\\ <'<).mpa.\y.
CAIf UAWN.
Daily Hepoht foh
1 fHI
CAUS. n KUIIIPMKNT
KKI»I,ACKI>.
MIMCKUUANKXirH NI'I*»>I,|KM
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TOTALS
OTHER WORK DONE
MEN CMPLOVCO
NAME
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I li.Hd "mlur Work lloue'
III! n |il;ii >.iiii.|its. Plai',. ifii -tar • iii fn.iit nt liKiit, . nulii^ttiDE; lli"t new part n-p!a^, > p.irl M-rappeil. nr id lb. ra&i ..f li«ai-in^ r*-t>at,l>)tu.<l
lltiriL'. vanil-lniLI^. .■V.rlLiHlllH>T,.,niir,m.>]lt. work ,,11 t..Ht...^ -'nU h....!.,.^ u.nnp r.-,.niri t.. »»rlt rarv ,.|..
The motor cars have 36-in. wheels and the trailers 33-in. wheels;
these are steel tired wheels having 3-in. treads, %-'m. flanges, and
are nioimted on sJl.-in. axles having standard M. C. B. journals.
The locomotive was built in the shops of the Iowa & Illinois Railwav
Co.
The cars are equipped with Westingliouse straight air brakes with
the exception of the express car wdiich is provided with both West-
inghousc straight air and automatic air brakes. The automatic air
brake on this car was considered necessary as the express car is
at times used tor hauling several cars in a train. The cars are also
equipped w-itb Van Dorn couplings, radial draw bars and Nichols-
Lintcrn pneumatic sanders. The exteriors of the cars are painted
Pullman green trimmed with gold striping. The interior finish is
the compartment is not occupied with baggage. The seats in this
compartment will accommodate eight passengers. The cars are run
with the same end always forward and are only provided with a
motorman's cab at one end. The rear platform is about five feet
long. The baggage compartment is on the motor cars only and not
on the trailers. The cars are all equipped with toilet rooms which
are lined with sheet lead both on the floors and for a height of
five feet on the side walls. They are heated by hot water, the
Baker "Mighty Midget" heaters being located on one side of the
motorman's cab. The scats are of the Heywood Bros. & Wakefield
stationary type covered with imitation leather having the backs edged
with bronze. The curtains are dark green pantasote w-ith fixtures
made by the Curtain Supply Co. The windows have plate glass, and
76
STREET RAILWAY REVIEW.
[Vol.. XV, No. 2.
storm sash which are fitted on the outside for winter use. The deck
sash and transom sash have green art glass. The cars also contain
tanks for drinking water, Pennsylvania Railroad standard basket
racks and candle lamps in bronze. The electric equipment of the
motor cars comprises four G. E, No, 73 motors of 75 h. p. each and
G. E. L-4 controllers.
The lighting is by means of incandescent lamps of which there
are 45 in the motor cars and 30 in the trailers and the lamps arc
evenly distributed over the arches of the roof, giving a uniform
and very ample light throughout the whole car. The rear plat-
forms are provided with Edwards step-lifts, the steps have Mason
safety treads and are edged with bronze. .Ml of the swing doors
arc provided with Blount door checks which insure (he doors being
terior of the baggage car is all in one compartment painted white,
having longitudinal benches running each side of the car which
fold up against the side. The car is neatly finished inside, the
seats being put in with the idea of using it for passengers in case
of emergency
Discipline.
The management of the company has prepared a book of rules
and regulations for conductors and motormen which arc based upon
the A. S. R. A. standard rules, but which are modified somewhat,
especially in the matter of signals, to agree very closely with the
steam roads' code. Two commendable features of this book of
rules are that the general ndes cover only 34 pages 3.>4 .x ,i->4 in. in
size and the book is furnished with an alphabetical index of sub-
lOWA <& ILLINOIS RAILWAY COMPANY.
Scb-Station No. _
Daily Report for 24 Hours Ending 12 Mid
190
TIMC
vice
swiTCHeoano
CIRCUIT
BREAKtft
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W.TTMrT,. CON.r
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REMARKS
SIGNED M. M.
kept closed and prevent any slamming. Electric signal bells are
provided with push buttons at each seat and International double
registers are used. Each car is also provided with a wattmeter for
keeping check on the current consumption of the cars and the
efficiency of the motormen.
The express car was specially designed and has some unusual
features. In addition to the sliding side doors in the center of the
car, end doors are placed on the front end of the vestibule to one
side of the center of the car. The vestibules are very narrow, being
just .sufficient in size to provide a motorman's cab, and there is
a sliding door in the partition between the cab and the body of the
car which opens directly in front of the end doors. This leaves
a straight opening through each end of the car into which rails.
poles and similar articles which could not be loaded through the
side doors can be readily slid into the car from the end. The in-
jects so that the rules covering any particular subject may be
found at once by referring to this index. Each book of rules is
numbered and a copy is given to each motorman and conductor
along with his badge, ticket punches and other articles for which
the employe gives a receipt. In case of the motorman the outfit
includes a tool box and such tools which might be found useful in
repairing temporary break-downs on the road.
A regular system of wa,tch inspection has been inaugurated which
provides for a weekly inspection of all watches of the uniformed
force. On the appointment of a man as motorman or conductor
he is given an order on the company's official watch inspector to
have his watch inspected. The regular form on which this order
is entered is shown in one of the accompanying illustrations. It
is divided by perforations into three parts, the upper part of which
simply contains the name, occupation of the man and date. The
Feb. is, >y>SJ
STREET RAILWAY REVIEW.
77
second part of tlie order is a memorandum to be retained \>y the
watcli inspector and the lower part is (lie inspector's report which is
returned to (he office of the company. The inspector also keeps a
register which is printed on a sheet 8^ x 141/2 in. on which each em-
ploye signs his name and inserts the date when his watch is pre-
sented for weekly examination. These register sheets containing
the signatures are forwanleil lo (he general manager at the end of
each quarter.
A modified Brown system of marking instead of suspensions was
The following list of meriis and dements shows the marks apply-
ing to the majority of cases, but as it is impossible to assign definite
marks for every contingency this liM is siil)ject to change from time
to time, such changes being posted on the liullctin board.
Immediate Discharge.
Disloyalty to company.
False statements.
Intoxication or drinking while on duty.
.Smoking while on duty.
r. & I. No. IS. .'<K).'l-27-'04. Allen.
riotorman
Conductor
Badge No.
Merlt.s
l<E((im) OF MKRITS AND UEMEBITS.
I).lte. I Di-1)il. Credit
Balance.
adopted February isl, for disciplining llie car service employes.
On the adoption of llie Brown system tlie management offered
the following reasons for its adoption and explanations of the
working of (he system: Under the layoff system a man would be
suspended from duty for breach of rules, thus losing his pay, and
under that system men who attended to their duties, thus holding
a first class record, and who performed meritorious acts could
not receive the recognition justly due them, although a good record
should be of benefit to them when being disciplined for some
brcnoh of rules or for an accident.
Dishonesty.
Gross, ungentlcmanly conduct.
Running off interlocker switches without good proof that lever-
man was careless.
Disobeying dispatcher's orders or running by signals at danger or
not indicating clear tracks.
Incompetency.
Merits —
Securing names and addresses of witnesses who
saw accident, other than those on accident report 2 to 10
1. A I. I'orm 42. 4(IO-12-U-'04. Allen.
NUMBERS
DATE
Car
Truol(
Motor
On
Oft
WORK DONE
MILEAGE
RECORD OF WHEELS, GEARS AND LARGE BEARINGS.
By the merit system the man who strives for a good record by
attending to business or by performing meritorious acts, receives
from time to time merits which may materially assist him in times
when he may deserve discipline.
On the other hand the man who persists in disregarding rules, is
careless regarding accidents, or is generally inattentive to his work,
continually lowers his record until as a natural and proper result of
his unfitness he is discharged. The man who may be unfortunate
but not intentionally careless nor heedless has through this system
an opportunity to return to his old standing.
Assistance rendered in case of accident such as to
bring commendation from passengers
Politeness and attention to passengers calling for
special commendation from them
Complete and perfect accident reports
Good judgment and work in handling layouts or
blockade
Special and meritorious acts calling for recogni-
tion from company
Careful handling of car
2 to 10
2 to 10
2
21050
IOW.\ A ILLINOIS KAILWAY COMPANY.
.MO.NTIILY CAR MILEAGE IlEPOHT.
yoK UOSTU OF
The operation of the system stated briefly is as follows : Each
man at the start has a clear record and 100 merits to his credit.
As he receives merits or demerits they will be added or deducted
from the merits standing to liis credit, and when merits or demerits
are given him he is notified of the same on a form prepared for
that purpose, at the bottom of which is a stub which is to be re-
turned to the company acknowledging receipt of the communication.
The record is kept strictly private in a small loose leaf ledger to
which no one except the general manager has access, and it is left
entirely to each employe whether anyone else knows his record or
not. This record book is 6 x SJ-'S in. in size and the page headings
are shown herewith.
Clear record for one year's service
Other acts deserving of credit in judgment of
general manager
Demerits —
Failure to turn in report on time
Missing, first time
Second time in one year
Third time in one year
and loss of day each time if extra
man takes car.
Failure to report accidents
Incomplete and poor accident reports
2 to 50
5
10
20
30
10 to discharge
I to 5
78
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
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STREET RAILWAY REVIEW.
79
Accidents wlicii avoid.ililc in llic opinion of gen-
er;il nianaKcr lo to discliarge
TalkinK I" others lli:ui |>i.i]ier ollieers of eonipany
al)out accidents 20
l-'ailnrc to make safety stops at crossings loto.so
Unnning crossings witliont proper flagniaii's or
eondnctor's signal 20
I'Viilnre to properly Hag radroail crossings where
re(piiri-(l -"
{■'asl running over crossings, switches, around
cnrves. and along streets rcqiiiring slow speed 5 to '20
Keeping current on when passing over crossings
except when alisolntcly necessary 5 to 10
Not ringing gong when passing car 5
Passing standing car on streets without first
slopping 10 to 20
Starting car wilhrnil proper signal except to avoid
collision 20
Not obeying condnclnr's signal 5
l''ailurc of conductor to give proper signals 2 to 10
l''ollowing car in front too close 10
I Icadlight and signal lamps not burning 5
Leaving car without taking reverse lever or noti-
fying motornian >o
Reversing car except to avoid accidents 5 to 20
Careless and indifferent operating of car 5 to 20
I'ecding current too fast S to 1°
Not having proper tools S 'o 10
Running without sand in boxes 5 to 20
Running ahead of schedule time 10
l'"ailure to report delays 5
l"ailure to promptly investigate at once line down
or obstruction to cars 5 to 20
Allowing unauthorized persons to ride in front
vestibule 10 to discharge
Running away from passengers 5 to 20
Failure to report trouble with car or appliances 5
Giving bells too cpiick, before passengers are
safely on or off 5 to 30
Inattention to passengers S
Unnecessary conversation with passengers 5
Unnecessary conversation with motorman 5 to 20
Dirty car 5
llntidy condition of dress 5
Reading on duty 10
Silting down on duly except as provided in
bulletins 10
Profanity on duty 10
Failure to announce stations, streets and transfer
points 5 to 10
Errors in punching transfers and cash receipts 5 to 10
Other acts detrimental to the service in opinion
of general manager 2 to discharge
Every man will be given an opportunity to appeal to the general
manager against any assignment of demerits which he may consider
unjust, but such an appeal must be made within five days of his
notification of the same.
The rules covering accidents are practically the same as those in
force on most street and 'interurban railways, but the form for acci-
dent reports has been considerably condensed and is made out on a
sheet 6;j X 7 in. in size which calls for the following specific informa-
tion :
Date Time of Day Weather
No. of Car Conductor Motorman
Place where accident occurred.
Name and address of person injured or owner of property dam-
aged.
Position of person or vehicle injured at time of accident.
Nature and extent of injury.
In what position did person fall?
Was person or persons under the influence of liquor;
Direction in which car was going.
At what speed Was motor reversed?
Was car starting, stopping or running?
Direction in which other vehicle was going.
Position of conductor at time of accident.
Position of motorman at time of accident.
Was the motornian sounding the gong or blowing whistle as a
warning of approach of the car?
Condition of track.
Condition of street.
Condition of car, motor, trucks and brakes.
Under these questions are a number of blank lines with the general
instructions to give full details of the accident. This is signed liy
the conductor and motornian of the car. On the back of the card
are spaces for the names ami addresses of passengers and other wit-
nesses. The idea of condensing the accident report to this extent
was this: In many cases where a very large number of questions
arc asked and the outline of a human bcwiy is used for marking llie
parts of the body injured, the motorman or conductor is apt to be-
come confused by the number of the details called for and it is be-
lieved that by condensing the inquiries so that they inclnrle only the
most essential points and by giving the men an opportunity to ex-
plain the accident in their own language, a more comprehensive re-
IKirt will result.
Power House and Car Barn Reports.
Owing to the fact that the power plant of the Iowa & Illinois
Railway Co. is unique and that but little data on the cost of
operation of a station using steam turbines throughout is available,
the management has prepared a very complete set of forms for keep-
ing account of the performance of the stations, the e.xact output of
the plant measured at the sub-station switchlwards, the cost of sup-
plies and the amount of labor charges.
The first form to be considered is the power house daily report
which is shown in one of the accompanying illustrations. This, like
all of the other forms, is arranged for binding in loose leaf ledgers
and the size of the sheet is 21 x 12 in. It is arranged for hourly
readings of all the station instruments and includes the time in serv-
ice of each machine, switchboard readings of each instrument, pres-
sures and temperatures of steam, vacuum, draft, water, flue gases
and air, and readings of the feed water meter. The supplies of coal
burned, ashes removed, lubricating oils and miscelloneous supplies
are entered and from this data are figured the summary of operations
for each day. The form also includes a space for the number of
hours of labor to be charged for each day's operation. While the
form provides for hourly readings of all meters, the wattmeters,
water meters and some other instruments are read at intervals of six
hours.
The form of the daily sub-station report is also shown herewith
and is practically the same as the switchboard division of the
power house report. These two forms are filled out daily and for-
warded to the general office where the different values are figured
out and entered on a monthly power house report, the heading of
which is shown herewith. .\t the bottom of this report are four
lines which are used for entering the total, average, maximum and
minimum values of any heading for the month. By means of these
reports it is intended to keep a very accurate record of the per-
formance of the power plant, and the results tabulated will at the end
of a year's operation include very complete and valuable data on the
economy of this type of station.
There is a duplicate form used for entering materials received
which is filled out by any authorized person who receives and opens
goods, the original being sent to the office and the duplicate being
held by the person who signs for the goods. This form is checked
with the materials order and with the invoice and is then filed
with the duplicate order. In taking goods from the store room a
requisition in duplicate is used which gives the quantity and de-
scription of the goods, the account to which they are to be charged
and the place where they are to be delivered. After these goods
liave been used should there be any surplus it is returned together
with a return requisition in duplicate giving the quantity, descrip-
tion, account number and requisition number on which they were
drawn. By means of these requisitions and return requisitions the
storekeeper is able to keep track of the exact amount of material
withdraw-n and returned to stock.
There are three useful forms used in connection with the track
and overhead repairs, all of which are 10 in. long by 4 in. wide,
made into pads which can be conveniently carried in the pocket.
One of these is used by the inspector of track and overhead work
who enters each day a report of the section of the line inspected
and notes the general conditions
80
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
When any trouble is reported the foreman of the section gang
takes charge of the repairs and each day reports the work done and
the number of men employed and enters this on one of the forms
mentioned. Both of these inspection and repair reports go to the
roadmastcr who attaches them to a daily report which is sent to the
office. The roadmaster reports the work done on each section, also
the conditions on each section reported by the inspectors, the tronblc
reports attended to, and any other information which may refer to
the work of his department.
Tickets.
The city tickets, transfers and passes are of the usual form. The
tickets sold on the cars are of the duplex pattern. A color scheme
is employed for these tickets, red being the color for northbound
cars only and blue being used only on southbound cars. The sin-
gle trip ticket southbound is printed in blue, the duplicate part being
given to the passenger as a receipt for his fare. The single trip
northbound ticket is ex.ictly the same except that it is printed in red.
I HI Farm No Jj i«o r« rt 'oi Alteo
Iowa & Illinois Railway Co.
OhtPKh' FOR WATCH ISsrhX'TJoN. No.
Name
Occupation
ORDER OF EXAMINATION. To be rctaln«d by tn»p«cloi
Dear Sir : Thv hourer
Plfaie exaniitie hiiwotch aniUfU is. In every respect, up to minlraum
quitcfl by Ihe Compnny, vir A grailf e<iii«l to what is known amcMig America
jewel pfllCDl regtiUl.>r. brcK'"-' n»lrsprini!. leversel. ndjusled to heal, cold i
repair bs will, lu yout juilgment. enable i( to run within the maiitninn variat
per week for Ihe oeil Si« moolhsen^uing, fill up and sign the atlached certi
tbls office OD or before the teoth of the mooth foUowinK this date
is employed ns
.Geti 'I Mntuiger.
Illicate 10 b: returned I m mediately BV INSPECTOR to official Issulnz same.
Iowa & Illinois Railway Co.
This C^rtUles llnil
the watch o/
. / erann'aeft
occupation ^
employed on the Division, and found it to be
e(/ual to the standard of excellence required, and in Kuch repair as will
tn my judixment enable it to run {a'itll proper usaf^e) n'itltin a furiation
not to E-YCJ£EI> THIRTi' seconds per n-t-cA.
Inspector.
. . Accepted
Rejected and reason n-hy
No. of Mofcment
Maker and Crude
No. of Caf^e and Ifesiriplion
The round trip tickets are also duplicate tickets and the conductor
sells and takes up only red tickets on northbound cars and blue
tickets on sounthbound cars, thus the southbound round trip ticket
is sold on the northbound car and is printed in blue, and the north-
lx)und round trip ticket is sold on southbound cars and is printed in
red.
Personnel.
The officers of the company are: G. E. Lamb, president; F. W.
Ellis, 1st vice-president; G. W. Bawden, 2d vice-president; J. D.
Lamb, treasurer; R. B. McCoy, .secretary; P. P. Crafts, general
manager; J. .\. McCampbcll, master mechanic.
The contractors and engineers for the entire equipment of the road
and power plant are Pepper & Register, Philadelphia. The superin-
tendent of construction for the contractors is Mr. W. P. Boright.
Mr. Crafts, the general manager of the company, has had a long
experience in interurban electric railway work. He was for six years
manager of the Brockton & Plymouth Street Railway Co., and other
properties and for a considerable portion of this time was connected
with Stone & Webster, of Boston. Later he was for two years man-
ager of the Saginaw Valley Traction Co., resigning to become man-
ager of the Iowa & Illinois Railway Co.
Mr. Crafts has done a great deal of valuable work for the new road
in systematizing the work of all of the departments, and the various
forms which have been described and which cannot fail to be of the
greatest value in showing all of the operating conditions and costs
are due to him.
E. E. POTTER.
New England Street Railway Cluh.
The fifth annual meeting and banquet of the New England Street
Railway Club was held at Hotel Brunswick, Boston, Mass., on the
afternoon and evening of January 26th. The following officers
were elected : President, Edward E. Potter, general superintendent
Union Street Railway Co., New Bedford,
Mass. Vice-presidents for the States: Paul
Winsor, assistant to president Boston Elevated
Railway Co.; Norman McD. Crawford, man-
ager Hartford Street Railway Co. ; L. N.
Wheelock, manager Claremont Railway &'
Lighting Co. ; A. J. Crosby, superintendent
Springfield Electric Railway Co.; J. E. Thiel-
sen, superintendent Providence & Danielson
Railway Co. ; George E. Macomber, general
manager .\ugusta, Winthrop & Gardiner Rail-
way Co. Secretary, John J. Lane, editor
Street Railway Bulletin, Boston. Treasurer
N. L. Wood, with C. N. Wood Electric Co.,
Boston. Executive Committee: J. H. Neal,
Boston; H. E. Farrington, Chelsea, Mass.; W.
D. Wright, Providence, R. L; E. A. Sturgis,
Worcester, Ma^s. ; C. E. Sprague, Boston; John C. Bradley, Wor-
cester, Mass. ; F. .\. Barbey, Boston. Finance Committee : E. E.
Potter, New Bedford; James F. Wattles. Boston; M. C. Brush,
Newtonville, Mass.
The banquet was held in the dining room of Hotel Brunswick,
music being furnished by the First Regiment orchestra. In the
unavoidable absence of the newly elected president, the club was
called to order by Vice-President Winsor, who introduced as toast-
master of the evening Mr. Dan Prendergast, of the Boston Elevated
Railway Co. Speeches were then made by Mr. George W. Bishop,
member of the Massachusetts board of railroad commissioners ;
Prof. George F. Swain, of the Boston Transit Commission ; Mr.
Howard F. Grant, general manager Seattle Electric Co., Seattle,
Wash. ; Mr. F. T. Smith, Vermont board of railroad commissioners ;
Mr. E. P. Shaw, president Massachusetts Street Railway Associatioii ;
Mr. B. F. Cladbourne, Maine board of railroad commissioners; and
Mr. A. C. Whittemore, New Hampshire board of railroad commis-
sioners. The club now has a membership of 576, of wliioh 60 have
entered during the past year.
♦-•-♦
Slag for Ballast.
Slag from the blast furnaces of the Thomas Furnace Co. is now
used in ballasting a part of the interurban tracks of the Milwaukee
Electric Railway & Light Co. It is interesting to note the manner
in which this blast furnace refuse is now rendered fit for ballast,
because formerly it was necessary that the large pieces of this
material be crushed by mechanical power in a way similar to that
now used in the crushing of rock ballast. A pit or cistern 30 ft.
deep and 20 ft. in diameter has been dug about 50 ft. from the
skimming trap near the mouth of the furnace. The hot slag is led
in a stream so that it falls over the edge of the pit. As the
hot material falls it encounters a stream of cold water from a 4-in.
nozzle under a head of about 60 ft. The mingling of the two
streams, one of hot slag and one of cold water chills the slag so
that when it reaches the bottom of the cistern the material has
an entirely distintegrated form. The individual pieces of slag are
now about a size which would pass through a ' S-in. screen and can
be readily handled in a drop bucket from an overhead crane and
thus easily loaded on the ballast cars. This material has all the
characteristics of the ordinary slag ballast except the size of the
individual pieces of the material.
'm. IS. I'PSi
STREET KAJI-WAV RI'lVIKW.
81
Development of Automatic ('oiiplers for
l:;ieetiic (;ars.
IIY W. T. VAN DOHN.
I li.oi- I'l-'c'ii ixtiiK-slcil iii;iiiy limes to give my experience on tlie
oniipling (incstion, and while In enver my entire experience would
lake a great flenl "f space, I shall try to give the leading points of
interest in llu- i'nildvving brief statement:
ft is well known hy all (hat the coupling qneslion is a perplexing
one. From an oHicial report just received from the United States
Patent Oflke it ajipears that up to the present time ajjproximately
,^,(V)5 automatic couplings have been patented; of these devices
mil over a dozen ever made any money.
It will take some explanation to tel! what il has taken lo hring
an automatic coupling to the present perfection of the Van Dorn
couplings, that will couple automatically within 1-32 of an inch, and
under no conditions can he disengaged in tr.iin service. Il has
taken years of study and thousands of dollars to reach this result.
1 was mechanically inclined from my youth, and learned a trade.
1 commenced my car-huildiug experience in i>%7. I went to Omaha
in ].Sf)8, and was in the car department with Ihe Union Pacific
when ihe company was building overland to the Pacific Coast. I
was sent out to the front with the construction gangs, and stayed
there until the road was completed to meet the Central Pacific, 75
miles west of Ogden in Utah, where the golden spike was driven
May 10, i86g. The experience that I had while in tliat capacity
was a great help to mc in later years, but after the completion of
the road I remained with the same company in the car department
for some five years, and during that time I had work in building
all kinds of cars from a hand car to the heaviest freight and
passenger cars, and had a long experience in truck building, and
also with the freight couplings that were in use in those days.
I had not given the coupling question much consideration until
the early part of the 8o's, when steam roads first commenced their
inquiry for automatic couplings. I took out a patent on a style
that I considered adapted for this class of service, and exhibited
some of the couplers when the roads were making preliminary
examinations for couplings, and I had samples at all their experi-
mental tests. The greatest test ever given was at Buffalo, N. Y.,
about the middle of the 8o's. The railway companies issued a cir-
cular inviting all who had automatic couplings to equip at their own
expense two cars and deliver them at Buffalo for a test, and prom-
ised a thorough and impartial test.
There were 140 different styles brought to Bufifalo for this pur-
pose, and they were all given a severe test. Each style of coupler
was given two tests, one on straight track and one on the shortest
curve.
The test was as follows : The cars were brought together at a
slow speed, three miles an hour, and as a rule they would all make
this coupling. The next time they were brought together quickly,
and hit hard, and in the concussion or rebound a great many
couplers would fail, especially those that were of the gravity lock,
trunion, or any style of drop lock pattern, unless they had three
or four inches play. The third time the cars came together still
more quickly, and as soon as the couplings came together the engine
was reversed and started in the opposite direction; there were
very few that made this coupling.
When the test was over there were only 17 out of the 140 that
made all the couplings, and my coupling was one of the 17.
When the tests were over there were a great many styles that
seemed to have great merit. As the railroad companies generally
were so interested in adopting an automatic coupling, many leading
officials of the different roads were present to witness the tests,
froin presidents down ; but no two could agree on the merits of
any one style tested. The different companies did agree that they
would pick out what they considered the best and equip a large
number of trains for further trial, and two or three of the roads
that were represented were so sure that some of the couplings
tested had great merit that they would take no chances in adopting
them as a standard. They did so and equipped thousands of cars
before they found out their mistake. While some of the other
companies co-operated with the different coupling firms and equipped
a good many thousand cars with the different styles, and spent all
the way from $10,000 up (f am told some spent as much as $100,-
(XioJ, after the couplers were in service two or three years ihcy were
all dropped except those that were on the lines of that now known
as the M. C. B. type.
There were two or three of these M. C. .B. types at the Buffalo
lest; but no decision was reached as to type of colliding until after
the brake tests at Burlington, la., which were, as Interesting as the
coupling test. At Burlington it was thoroughly demonstrated that
to use air brakes or any automatic brakes there would have to
be a tighter coupling than the old pin and link, and all the
trains at this test that had not the M. C. B. type of coupling were
wedged up between the buffers with wooden blocks.
The style of coupling that I had at the Buffalo lest. was not the
same as we use now, but was on similar lines, and would make a
tight lock. A tight lock in those days was considered out of the
question, though 1 never agreed with others on this point. I always
considered a tight lock preferable as I bad seen so many breakages
and disengagements in train service that were caused by excess of
slack. I kept a close watch on all the styles of couplings that were
put into service after the Buffalo test to learn the results, and
when there were so many failures I followed them up to learn
what caused them to fail. I found that the mechanism was not cor-
rect, and while the couplings would give good service when they
were new, when they began to wear they would disengage. The
majority of them had entirely too many parts; there was none
tested but what had three parts to one of mine.
When I came into the field to build couplings for street and ele-
vated roads, I knew that their requirements would be a tight lock,
and I knew from experience that lo make a tight lock all the parts
would have to be on what I style a "fixed fact," and that is the
line on which our style of couplings arc now built. I had from the
outset for street and elevated service the correct principle, but I
had not at the start the correct mechanical construction. And with
all my former knowledge it took me six or seven years with coup-
lings in actual service to develop all the weak points and to correct
the mistakes. I had, comparatively speaking, to build a new design
and all the couplings that we build at present are styled our 1902
pattern.
One of the greatest problems was when the elevated roads
changed from steam to electricity. I soon learned that a coupling
that would stand up under the steam locomotive service would not
stand with the electric motor system, and I also learned that a
coupling that would stand under the older electric motor system
would not stand under the multiple unit system. Then when the
elevated roads changed from the older electric motor system to the
multiple unit system there were things developed that deceived the
majority of experts as they were under the impression that the
multiple unit system would develop only a slight drawbar pull, as
the trains would run for long distances with pin? pulled and not be
disengaged. 1 never thought this to be the case, and I never built
any style of coupling or draft rigging lighter for the multiple unit
system than I did for the older motor system. It has been proved
after a few years of test that it takes about 50 per cent additional
strength in a coupling for the multiple unit system than for the
older system.
I have brought the efficiency of the draft rigging up to the stand-
ard of the coupling, and I have given this question as much study
as I did the coupling question. Anyone who is familiar with this
style of work knows that to make a perfect train service we must
have a perfect draft rigging, and our draft riggings are now so
perfect and built on such simple and strong lines that it is very
essential for the draft rigging and the coupling to go together.
Railroad men often make serious mistakes in ordering equipment
without first advising with the manufacturer as to the conditions
under which the equipment is to work. In the case of our com-
pany we greatly prefer to have our customers' engineers confer with
us. giving us the length of car, weight of car. number of cars in a
train, the curvatures, etc., before placing the order for couplings,
as we would then know what to recommend, and the roads would
be sure to have couplings capable of withstanding the conditions
of their service. We now have 21 different patients, and this was
brought about by the different conditions on different roads, and
the different capacities required, ^\'e keep in advance of the require-
ments as we have couplings now made of which the capacity is
double that needed for any requirements that we have -- '••» i"""
called upon to meet.
82
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
Northwestern Electrical Association.
The thirteenth anmial convention of the Northwestern Electrical
.Association was held in Milwaukee, at the Hotel Pfister, January
iSth, 19th and 20th, about 100 delegates registering.
The meeting was opened with an able address by the president.
T. F. Grover, of Fond du Lac, Wis. The report of the secretary-
treasurer, Thomas R. Mercein, of Milwaukee, showed the associa-
tion to be in a healthy and growing condition. The secretary stated
that the Legislative Committees in Indiana, Illinois and Iowa had
forwarded reports of progress but no reports had come from Wis-
consin or Michigan and that the Minnesota Legislature had not
convened since the last meeting of the association. The commit-
tee on advertising reported that it was meeting with success in
its efforts to standardize the publicity literature used by the central
station companies of the Northwest. With the report of the
membership committee, the names of a large number of new mem-
bers were proposed and voted into the association. A greeting
was presented from the Milwaukee .Citizens Business League in-
viting the convention to Milwaukee for the next annual meeting
The rest of the first day of the convention was spent in listening
to the reading of the following papers:
"The Successful Joint Utilization of Several Small Water Powers
by the Janesville Electric Co.," by W. B. Jackson, of Madison, Wis.,
consulting and constructing engineer for the Janesville Electric Co
"Direct Current V'ersus Alternating Current Distribution," by O
M. Ran, chief electrician of the Milwaukee Electric Railway &
Light Co.
"The Rating of Arc Lamps." by Prof. George D. Shepardson of
the University of Minnesota.
"Distribution and Dollars," by C. II. Williams, superintendent
of the Madison Gas & Electric Light Co.
Then followed a lecture on "Efficient Salesmanship" by the Mil-
waukee manager of the Sheldon School of Scientific Salesmanship-
In the evening the delegates attended a theater party.
The morning of the second day was occupied in listening to a
paper on "Series Alternating .A.rc Lamps," by E. P. Warner, of
Chicago ; an executive session and the annual election of officers
The following is a list of the officers of the Northwestern Electrical
.Association for the year 1905 :
President, C. H. Williams, Madison, Wis.
First Vice-President, R. N. Kimball, Kenosha, Wis.
Second Vice-President, H. Almert, Oak Park, III.
Secretary-Treasurer, Thomas R. Mercein, Milwaukee, Wis.
Directors, P. H. Korst, Janesville, Wis., Ernest Gonzenbacb,
Sheboygan, Wis., and H. S. Gille, St. Paul, Minn.
The afternoon was devoted to the reading and discussion of
professional papers.
First was "High Tension Practice," by W. T. Goddard. Accom-
panying this paper were stereopticon views showing the methods
used by the Locke Insulator Co. in the manufacture of insulators
for high tension work. There were also shown views illustrating
the different types of pole line construction both in the United
States and abroad. In connection with pole top construction and
the choice of pins and insulators Mr. Goddard stated that many
engineers seem to feel that the continuity of high tension service
is better insured by the use of wood rather than iron pins, but,
on the contrary, he favored the use of hollow steel or iron pins
in preference to those of wood, explaining that the added factor
of safety due to the difference in the strengths of the two material.s
would more than offset any insulating qualities which the wood
might have.
Next came a paper on "Single Phase Railways and Their Pos-
sibilities," by Clarence Renshaw, of the Westinghouse Electric &
Manufacturing Co. During the reading of the paper [The sub-
stance of this paper was published in the "Review" for Dec. 20,
1904, page 958— Ed.] views were shown illustrating the single
phase railway motor, its separate parts and its use on cars. In
the discussion of his paper Mr. Renshaw explained in detail and
showed views of the catenary form of trolley construction. The
following question was asked regarding the safety to passengers
when operating a single phase system with a difference of poten-
tial of 3,000 volts between the trolley and the track rail: In case
the track should be covered with dirt so that the wheels were
insulated from the rail would there not be a great chance for a
passenger being injured in boarding or leaving the car due to the
difference in potential between the ground and the frame works of
the car? Mr. Renshaw stated that this condition could hardly oc-
cur in city or interurban work because the 3.000 volts pressure
would pierce any ordinary amount of dirt or ice which might hold
the w-heels off of the rails, thus equalizing the potential and re-
moving any cause for danger.
Mr. Norman McCarty, of Indianapolis, Ind.. next read a paper
"The American Diesel Engine." This was in substance the paper
read at St. Louis by Col. E. D. MeiT and which was pulilishcd
in the "Daily Review-" Oct. 14, 1904. page 792. Mr. McCarty added
some interesting statements re-
garding the cost of power when
using crude oil in the Diesel en-
gine, stating that :
"An installation of 50 engines,
aggregating 6,000 b. h. p., and rep-
resenting 25 separate and distinct
plants, in service from six months
to five years, has so demonstrated
the fuel economy that the Amer-
ican Diesel Engine Co. offers
ihe following formula to any
user of power, by which he may
determine for himself the exact
cost of fuel from his operating
conditions, under the supervision
of his own attendants and for any
length of time he may desire, c. 11. willi.\ms.
the result of which it is ready to
guarantee, assuming that the plant has averaged one-half load for
the time under consideration :
"For electrical transmission, 365 A B-^ 8 = cost of fuel per year;
"For mechanical transmission, 365 A B -^ 10.75 = cost of fuel per
year ;
"In which A is number of kilowatt hours, or brake horse power
hours per day, and B is cost of oil fuel in cents per gallon.
"For example, assuming that an electrical installation delivers
1,000 kw. hours per day, with oil fuel at 3 cents per gallon, we
have I
(1,000 X 365 X $.03) -^8 = $1,368.75 as total cost of fuel per year
of 365 days.
"But as the Diesel plant requires no boilers and eliminates the
extra expenses of the fire room it should be credited with this
necessary charge against a steam plant, so that assuming the charge
for water, labor and depreciation of boilers 'for a steam plant of
this size at $2.50 per day, or $912.50 per year, the cost of fuel for
the Diesel would be only $1,368.75 — $912.50, or $456.25 per year
in excess of fire room charges (exclusive of coal used) necessary
for steam, and the total coal bills for a steam plant must be kept
within this amount if it would meet the operating expenses of a
Diesel plant. But an average steam plant delivering 365,000 kw. h. per
year would probably require under actual operating conditions 1,100
tons of coal at, say, $3.00 per ton. or $3,300, and assuming the
labor and supplies in the engine room of each plant as equal, the
Diesel would make a saving of $2,843.75 per year, or at least 30 per
cent of the cost of installation."
As explained in the discussion which followed, the essential fea-
tures which distinguished the Diesel engine from all other prime
movers are :
"l. As all oil fuels have practically the same calorific value, the
cheapest is equal to the highest priced for the purpose intended.
"2. The fuel consumption being controlled automatically by the
governor, the consumption on variable load approaches very much
nearer the theoretical requirements than when dependent on manual
control, as in a steam plant.
"3. The medium for compression being pure air and non-ex-
plosive, no back-firing is possible.
"4. The ignition being caused by the heat of compressed air.
no ignitors are necessary, and no mixtures or explosions tolerated
"5. The ignition and combustion is gradual and continuous, with
a surplus amount of air to maintain complete combustion. Con-
sequently no carbon is deposited and no fouling of valves or cylin-
ders possible."
The Diesel engine, Mr. McCarty stated, costs about $65 perb. h. p.
placed, and weighs about 400 lb. per b. h. p. The engines are built
in sizes up to 1,000 h. p. and are guaranteed to regulate within
Feb. is, 1905.]
STREET RAII,WAY REVIEW.
83
llie standard limits for pnr:illrl ri'Kulalion of allcriiatiiiK current
Kcneralors.
An intercstiuK paper ciilitled "Motor Adaptability" was next
rc-ad by Mr. J. W. Sclmstor of tlic University of Wisconsin.
A vote of tlianl<s was Riven tlic retiring officers after which the
convention adjourned until the following morniiiK when a few
rcniaininR Inisiness details were completed.
The evening of the igth was cnjoyahly spent at a banquet, fol-
lowed by a vaudeville entertaiTinient,
A large and instructive exhibit of railway and lighting supplies
was a pleasing feature of the convention. This exhibit, together
with the reception rooms provided by the supplymcn for their
friends, filled the entire parlor llonr of the Hotel Pfistcr.
t)ne of the interesting features of the meeting of this association
was the exhibit made by the National Electric Co. Milwaukee
being the home of the company, it made special arrangements for
the reception ,nul iiilerl.iinnieiil of its friends attending the con-
vcittion and exhibited at the llotel Pfister, the headtpiarters of the
association, sonic of its specialties. Some bromide enlargements
liimg on the walls gave an excellent idea of some of the larger
electrical machinery made by the liriii ; the Lundell universal mo-
tor, of which the special feature of •construction is a magnetic cir-
eiiil entirely composed of laminations, was exhibited and a nicely
printed bulletin giving a detailed description of this new motor was
brought out especially for this convention; a publication entitleil
tlie "National Electrical Catechism" was presented to each visitor
.iiid as a souvenir of the convention a very handsome watch fob
was given away, bearing as a charm a bas-relief representation of
the company's trade mark. Invitations, which included tickets over
the Milwaukee street railway system, were given to the members
of the association to visit the works of the National Electric Co
In addition to the manufacture of electrical machinery, the recent
order for 700 Christensen air brakes for the Cleveland Electric
Railway Co. was being filled and their manufacture seen at the
works.
♦ « »
Chattanooga Electric Ry.
The Chattanooga Electric Railway Co. is operating .?H miles of
track serving a total population of about So.ooo^persons ; within the
corporate limits of Chattanooga is a population of about 30,000.
The company has 16 miles of track. There are operated two lines
of 6 miles in length and four which are 3, 3^, 4 and 5I4 miles long,
respectively. For all of the lines excepting about 2 miles the fran-
chises are perpetual.
The company has an extraordinarily large number of grade cross
ings with steam railroads, and ihc total number of grade crossings
^
&Q
tJ-
c-
en
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1
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Transfer Agent will return (his Coupon to
the General Manager's off ice with Daily Re-
port of Transfer Tickets
issued.
19001
Ol O' Oi 0» (Ui Oi C" O' C" Cif 01 it- tt- tt- *fc ►*». Ji rfk »t* )l^
<^(O00^iOSOlJ^C0tO»-- O O 00
Cs <S* !*>. ic w ►-
including a few with the Rapid Transit Co. is 98. There is now
under construction a viaduct over the tracks of the Nashville, Chat
tanooga & St. Louis Ry., which will eliminate a most dangerous
crossing on the line to the company's pleasure resort, Olympia Park.
The cost of this improvement is $58,000. which is distributed as fol-
lows: Chattanooga Electric Railway Co., $17,000; County of Hamil-
lon, $17,000; Cincinnati. New Orleans & Texas Pacific Ry. (three
tracks), $17,000; Nashville. Chattanooga & St. Louis Ry. (one track),
$7,000. The construction is being done by the county according to
plans approved by the railways interested.
Other viaducts or subways are contemplated, and when these are
completed the cost and danger of operating will be greatly reduced.
Two important extensions to its existing lines are now contem-
plated by the company ; both arc to reach Government Parks. One
of these extensions involves building five miles of track to reach
riiickamauga Park, which is eight miles from Chattanooga; of this
one mile will be within the park limits, the War Department granting
a revocable permit. I he other line will call for nine miles of ncv/
track and will reach the top of I^iokout Mountain.
The Lookout Mountain line will rcfpiire building some nine miles
of track, all of which will be on grades of from 3 to 4 per cent.
This line will follow the rontc of the Cliattanr^jga & I^iokont Moun-
tain R. R., which was formerly fipcrated as a steam railroad; tin-
rails and tics of the old steam track were removed some years ago
and the Chattanooga Electric Railway Co. will rebuild this for opera-
tion by trolley.
The company operates regularly about 35 cars and has an ideal
transfer arrangement. A transfer station is maintained near the
eenlral point of Chattanooga, into which all cars operated run. A
passenger paying his fare on any car is entitled to enter the transfer
station with the car and being inside the station may remain as
long as he chotjses and then leave by any other car. Wailing rooms
are maintained here and also a ticket office. Persons other than
liassengers 011 incoming cars pay fare before entering the station.
.\s a car leaves, the transfer agent counts the number of passengers
on hoard and rings up the proper number of fares on the register
and then punches on a duplicate ticket the route and nuinlicr of
passengers entered up on the car; one section of this ticket is de-
livered to the conductor ^ his voucher for the fares appearing on
his register wdien leaving the station and the other section is turned
into the general manager's office with the daily reports of the trans-
fer agent. No transfers arc issued at any other point on the line,
thus protecting the company against abuse of the transfer privilege
while passengers receive every facility that can he asked within
reason.
I he company has w> power house of its own. but buys current
from the Chattanooga Electric Co. The officers of the company arc :
President and treasurer, J. H. Warner; secretary. T V Will- • su-
perintendent, J. W. McFarland.
Electric Omnibus Line in Italy.
"We have many times reported in these columns the interesting
experiments made by different constructors to develop a practical
system of electric traction on ordinary roads; and at the l>cginning
of the year we described in all its particulars the Canton system
which gave so much promise.
"We learn that the Socicta Italiana per Industrie Electriche (the
Italian Company for Electric Industries) of Spezia, which holds
the concession for the electric omnibus service without rails from
.Spezia to Portovcnere. has decided to adopt on this line the
jointed trolley system of the firm of C. Frigcrio & Co., of Milan
(which has just assumed the task of making practical application
of the Canton system), and has closed a contract with the Society
for the construction of a suitable plant. The service will be begun
with three coaches of an absolutely new type worked out by the
Frigerio firm, and of the capacity of 16 persons each.
"The construction of the double line about 16 km. long has been
intrusted to the Socicta Italiana per Trazionc Elettrica Ing. Meriggi
Diaz & Co. of Milan, specialists in this kind of work. They have
in fact worked out a new type of suspension with quadruple insula
lion between the two lines, which will certainly give the best results.
"The insulation adopted, which being used on a coast line, must
be of a special composition, is that of the Ohio Brass Co., of
Mansfield, O., a name on which the greatest reliance may be placed
"We .shall follow with interest all the details of the construc-
tion and operation of this plant, whether as regards the coach
and the special system for taking the current, or as regards the
line: and we shall not fail to keep our readers informed in regard
to it.
"Meanwhile we observe with pleasure that the first important
installation of this kind has been intrusted to two Italian firms,
and hence we judge that we shall be able to secure from the re-
sults of this great and complex experiment of traction without
rails, models for future plants of this kind which in Italy are des-
tined to solve a very important problem." — L'Elettricita, Milan,
Italy.
84
STREET RAILWAY REVIEW.
[Vol. XV. No. 2.
Paris Metropolitan Railway Co.
BY M. VINGOE, OF PARIS.
The Utility of the Paris Metropohtan railway, a service already
indibpeiisablc to the majority of the Parisian travelling public, has
been greatly enhanced by the opening of line No. 3, extending from
Courcelles (Avenue de Villiers) in the northwest to Pere La-
chaise in the eastern part of the city and serving the principal
boulevards. The line has a length of nearly five miles and in-
creases the total length of the Metropolitan lines in service to 20
miles. The newly opened line presents several points of interest,
in addition to its being the line on which the traffic is expected to
be the heaviest of the three now in service. The actual length of
the line is 7,485 meters (4.87 miles) making, with the terminal
loops, a total of 8,932 meters. Of this length, .some 1,845 meters,
or a fifth of the total, consists of gradients, the steepest of which
is 4 per cent ma.ximum. The curves, except at terminal loops.
are never less than 75 meters radius.
The line, entirely underground, includes 15 stopping places, in
addition to the two termini at Courcelles and Place Gambetta and
the average distance between stations is 466 meters. The service
of trains, with a capacity of 800 passengers and a maximum weight
of 160 tons, has necessitated more powerful equipments than those
in use on the first two lines. The heavy traffic expected on this
line has caused the adoption of the train control system, the trains
comprising five cars, the first, third and fifth being motor cars.
Two types of equipments are at present in service on this line,
one the well-known Sprague-Thomson-Houston type with "bridge"
control and the other being the Westinghouse pneumatic rontro!
known as the turret system.
The Thomson-Houston equipments, some ninety in all, have
been supplied by the French Thomson-Houston Co. The motors
are of French construction and are known as the TH-io, rated at
175 h. p. Two motors per car are used. The gear ratio is 2.44.
Chances of fire are thus reduced to a mininumi, although the body
of the car remains of pitch-pine, no attempt having been made to
supply fire-proof cars, the company apparently relying upon the
above mentioned dispositions to safeguard the passengers. The
motor cars arc placed one at each end of tin- train and (ine in the
R0T.\RIES .\ND SW1TLHB0.\RD, B.^RBES SfB-ST.\TION.
middle and it is stated that this plan has offered f'le most ad-
vantages in making up and running the trains, the starting and
acceleration motion being smoother than with two motor cars
coupled at the head of the trains.
The cars with which these motor tijuipments are used are 14.5
meters long and weigh 25 tons empty ; they have seats for^ 46 pas-
sengers and standing space for 30 more. These cars are the first
cars of the Metropolitan to be mounted on double trucks, and also
C.\1<S 42 FI. 8 IN. LO-NO, EQLIl'I'ED WITH WESTINGHOUSE PNEUMATIC HJ.NTRUl..
The whole of the train control apparatus, excepting the motors
and collecting device, is arranged inside a cab at one end of the
car. This cab is built entirely of incombustible material, and is
insulated from the rest of the car. In it are installed contactors,
reversers, rheostats, air compressor and switching and controlling
apparatus. The wiring is bare, as far as possible, otherwise is
encased in asbestos and enclosed in iron tubing. The collectors
and shoe fuses, couplers and leads are the only electrical material,
besides, of course, the motors, located outside the motorman's cab.
the first to be equipped with train control. These two features are
stated to be giving perfect satisfaction to the company.
The Westinghouse equipments comprise 200-h. p. motors, and
the turret controller is mounted in an insulated cab, similar to
those of the Thomson-Houston type of equipments. Some ninety
of these equipments have been furnished and most of them are
already in service on the new line. The feature of this type of
control, as is well known, is the suppression of the soo-volt train
cable, the control circuit being operated in conjunction with com-
Feu. is, 1905]
STREET RAILWAY REVIEW.
185
pressed air by means of a is-volt battery. The trains comprise five
cars, two or three being motor cars. 'I'lic length of these motor
cars is 13 meters and they have capacity for 74 passengers of whom
about 45 would stand.
The maximum lengtli of trains is 72 meters, the station-platforms
being only 75 meters long. At rush hours a .^minute headway
will be given to the trains, when the service is well in hand ; at
other times, as for instance early morning and late evening, a 5
10 8-minute service is niaiulained.
2.
3-
Section II — 4.
5-
MAP OF METROPOUTAN RAILWAY OF PARIS.
From the accompanying map it will be seen that the lines now
open form a divided irregular ellipse, the division being made by
line No. 3. Line No. I extends from Vincennes to Porte Maillot,
and line No. 2, following the northern outer boulevards, makes
junction at the Place de la Nation and at the Etoile. Line No. 3
originates in a loop at Courcclles, beneath the Pare Monceau, mak-
ing there a junction with line No. 2, and proceeds to the Gare St.
Lazare and the Opera, and follows at a short distance the central
boulevards as far as the Place de la Republique, whence it proceeds
to Pere Lachaise Cemetery, passing below line No. 2 with which
it again makes junction. Place Gambetta is reached a short time
after leaving Pere Lachaise Cemetery.
The line is one of the most important of the network of the
Circle — South part (approaching completion).
Courcclles — Mcnilmontant (now open).
Clignancourt— Porte Orleans (now building).
Houlcvard Strasbourg— Pont Austerlilz (com-
menced).
6. Cours Vincennes — Place d' Italic (commenced).
Other Lines— 7. Palais Royal— Place Danube.
8. Autcuil— Opera.
Only the northern portion of line No. 2 is in service. The
southern portion is practically completed, consisting
mostly of overhead construction. To make a junc-
tion with the northern part, two bridges over the
Seine, one at Passy, the other at Bercy, arc under
construction and will be ready during the first hall
of 1905. The service over the whole of the circular
line No. 2 can then be immediately commenced. This
line forms a sort of inner circle around Paris. The
outer circle may be called the present steam line of
the Petite Ceinturc, running close to the walls, which
line will probably be electrified at a future date and
its system included in that of the Metropolitan. At
present the inefficiency of its service is proverbial.
In addition to the cars of a length of 14 meters
and 13 meters, as above outlined, there have recently
been placed in service on line No. i (Vincennes-
Porte Maillot) a number of shorter cars (10 meters)
mounted on double trucks. Line No. I was con-
structed under the first regulations affecting the Met-
ropolitan system, which included a stipulation that
the cars of other railway companies were not to be
permitted to run on the Metropolitan, and a narrow
gage and small size of tunnel were insisted upon to
attain this end. .-Mthough the narrow gage was sub-
sequently increased to the present, which is slightly
above the standard railway gage, the size of the tun-
nel was unchanged, and owing to numerous
"iharp curves on line No. I. a double truck car of 10 meters is
tlie maximum length allowable thereon.
These cars are equipped with the so-called double-unit equip-
ments of the Thomson-Houston Co., permitting two motor-
cars to be coupled at ends, middle or at one end of train. Others
have Westinghouse equipments of the type already iff service but
improved and modified according to the latest practice of that com-
pany.
Recent sub-stations opened include Barbes, Etoile and Pere La-
cliaise. All these are similar in equipment, with the usual step-
down transformers and rotary converters, the latter of French
wcfM^ry
PASSENGER BRIDC'.E OVER SEINE RIVER.
TR.\NSFORMERS AND ROTARIES, BARBES SUB-STATION.
Paris Metropolitan and has enormously increased the receipts of
the system. Line No. 3, in fact, ranks next in importance to line
No. 4, now constructing, running north and south through the city,
serving the Halles, or central markets, a very busy quarter.
The system of the Metropolitan is thus designed :
Section 1 — i. Porte Maillot — Vincennes (open since 1902 ■>.
2. Circle — North part (opened in :go2).
construction and with an output of 750 Inv. One or two of the
sub-stations are provided with buffer batteries. There are now
five sub-stations.
The chief construction features of line No. 3, beyond the No. 2
terminal loops, are the passage beneath the Canal St. Martin and
the Opera station. The Canal St. Martin is underground for a
portion of its route, where it crosses line No. 3. The subsoil is
86
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
aquiferous and the canal has no artificial bottom. Two months only
were allowed the contractors for llie interruption of traffic on the
canal and during this period it was emptied and the ferroconcrete
bottom constructed under that part crossing linr No. 3, which
passes some 14 ft. below the bed of the canal.
The Opera station also presents considerable interest, as here
three lines of the Metropolitan system will cross at levels of 6,
II and 16 meters respectively below the road level. These are
lines Nos. 3, 7 and 8, the two latter forming the lower levels, as
yet only on paper. Line No. 3 is the uppermost of the three tunnels
and in order to avoid interference with the traffic thereon, when
the time comes to place lines Nos. 7 and 8 into service, the whole
of the tunnel construction forming the stations has been made.
The foundations were made by means of compressed air caissons,
tliree piers being sunk to a level of 18 meters. The masonry work
is largely of reinforced concrete, with a steel superstructure sup-
porting the street. The stairway (30 ft. wide) descending to the
ticket office is the only e.xtcrior sign of the immense work which
has been undertaken below, occupying some 18 months to com-
plete.
The cost of line No. 3, construction of tunnels, approaches and
stations, but not of the track, equipments and operating mechanism,
has been 2,610 francs per lineal meter, this figure including the
cost of construction of the Opera and Canal St. Martin sections
This line is the cheapest of the three lines in service, the first two
costing slightly above this amount per lineal meter and consisting,
in part of viaduct, whereas line No. 3 is entirely underground.
Line No. 4 is being pushed energetically and runs from Porte
Clignancourt in the North, due South to the Porte d'Orleans. A
tumiel, the plans for which have been approved, has just been let
to contractors and will allow the passage of the line beneath
the Seine. At this point are numerous bridges and an overhead
construction for line No. 4 could not be entertained, especially in
view of the pro.ximity of the Louvre and other public buildings,
the artistic requirements of the city being high.
The remaining lines of the Metropolitan concession are for the
most part on paper only. Plans have been approved and portions
of lines Nos. 5 and 6 have been given out to the contractors, after
the manner in which the first lines were constructed. The work
is done, where possible, on the cut and cover system and there is
in consequence considerable disturbance to traffic. In parts where
the depth or the traffic preclude the use of the cut and cover system,
the earth is transported from the tunnels by means of compressed
air locomotives.
The whole of the construction work for the Paris Metropolitan
railway is carried out under contract for the municipality, which
retains the ownership of the timnels, stations anxl buildings. .\
lease of 35 years is granted to the Paris Metropolitan Railway Co.,
which lays tracks, equips stations, signals, etc., and supplies rolling
stock. In practice, a proportion equal to about 30 per cent of gross
receipts is paid to the municipality by the operating company, serv-
ing as payment for the capital expended on the construction of tlie
system.
Power is supplied to the Metropolitan railway from various
sources: (i) from Bercy power station, owned by the railway
company, containing two 1.500-kw. direct current units, three 1,500-
kw., s.ooo-volts. 25 cycles, three-phase units, and a 1,560 am-
pere-hour battery. (2) From power stations situated outside
the city and owned by private companies, one being situated at
.■\snieres, another at Moulineaux ; a third is being constructed at
St. Ouen, and is interesting from the fact that it will contain,
when completed, some 35,000 kw. of turbine driven machinery,
of which about 18,000 kw. is now being installed, consisting of three
Brown-Boveri-Parsons turbo-alternator groups, 5,500 volts, 25 cycles,
three-phase, another group of 3,000 kw. and necessary turbo and
engine driven motor-generator groups. Twenty Babcock & Wilcox
boilers are installed for this machinery.
The two Metropolitan lines in service, of a total length of 15
miles, carried during the first nine months of 1904 a total of 91,-
400,000 passengers. The opening of line No. 3 has made a large
difference to the receipts and passengers carried and the figures for
the last 10 days of 1904 are as follows; Total passengers, 4,920,-
000; receipts, 853,000 francs.
Total passengers carried during 1904 amount to 117,550,500; re-
ceipts, 20,348,950 francs; as against 100,107,619 passengers carried
in 1903 with 17,290,850 francs receipts.
The Cleveland, Wooster, Mt. Vernon & Coliini.
bus Railway Co.
The Cleveland, Wooster, Mt. Vernon & Columbus Railway Co.
has recently been incorporated under the laws of the state of Ohio
for the purpose of constructing, maintaining and operating an elec-
tric railway system between the cities of Cleveland and Columbus.
O. The charter granted to this coinpany covers the handling of
passengers, freight, express and mail traffic; the furnishing of light,
heat and power and the operation of a telephone and telegraph line.
It is the intention of the promoters of this line to at first construct
a standard gage electric railway from Wooster to Columbus, with a
branch to Mansfield, O. ; the line from Wooster to Columbus,
appro.ximating 105 miles, and the branch to Mansfield, 12 mile.%.
Starting from a connection with the Cleveland & Southwestern
Traction Co. at Wooster, the proposed line will traverse the conn-
lies of Wayne, Holmes, Ashland, Richland, Knox, Licking and
Franklin, touching in their order the cities and villages of Mill-
brook, Shrcve, Custaloga, Big Prairie, Lakeville, Loudonville,
Perrys\ ille, Newville, Butler, Ankenytown, Fredericktown, Mt.
Vernon, llunts, Utica, Homer. Johnstown and Columbus. At New-
\ille the line branches off to Mansfield, touching Douglass and
Washington. The population of the cities and towns that will be
touched by this line is approximately igo.ooo. The road will be
constructed with a view to high speed service, of standard gage,
with heavy steel rails, steel bridges and well ballasted. There will
be no grade crossings with other railroads and, for the greater por-
tion, the line will be on private right of way. The general offices
of the company are at Mt. Vernon, O., and the officers of the com-
pany are: President. F. W. Jones; first vice-president, J. J. Vail;
second vice-president, E. F. Shelley; general counsel, J. B. Graham;
secretary, J. A. Tilton.
York (]ounty Railways Beneficial Association.
The permanent organization of the York County Railways Bene-
ficial Association has recently been perfected and application for a
charter has been made to the secretary of state. The association
was founded by the employes of the York Street Railway Co. and
the York County Traction Co., of York, Pa. The objects of the
association are to increase the spirit of fraternalism among the
employes of the different electric railways in York County and to
create a fund to provide for members of the organization in time of
sickness or death. The sick benefit will be $5.00 per week, while
the death benefits are. in case of the death of a member, $100
payable to the wife or mother, and in the event of the death
of a wife or mother of one of the members, $50 payable to the
member himself. Upon joining the association members will not
immediately become entitled to benefits but will be required to wait
a certain period, and if a member leaves the employ of the com-
pany he will be entitled to benefits so long as he continues to pay
dues and assessments. The amount of initiation fee, dues and as-
sessments has not yet been determined but it is the intention of
the organization to discontinue assessments as soon as the funds
of the association will permit. The officers of the association are:
President, William Shaeffer ; vice-president, J. H. Mellinger; treas-
urer, Ellis W. Lewis ; recording secretary, R. S. J. Sitler ; financial
secretary, S. H. Ludwig; trustees, Milo Glassick, Lee Seachrist
and Howard Freed.
♦-•-♦
Improvements at Birmingham.
The Birmingham Railway, Light & Power Co. is pl.inning a large
amount of rebuilding and new work for the coming season. The
improvements will include cc^al 'lianSling apparatus, coal storage
bins and mechanical stokers af the power house ; extension of gas
mains in all directions, a viaduct over the railroad tracks in Besse-
mer, a terminal in Bessemer with a freight house, waiting station and
electric light offices; the relaying of the South Bessemer line be-
tween Powderly and Bessemer with 70-lb. rails, and the addition
of 10 new motor cars, several new trail cars, a new freight motor
car, new freight box cars and a general overhauling of the electric
light distribution circuits and the replacing of many of them with
heavier copper. Mr. T. A. Emery, of Birmingham, is general man-
ager, and Ford, Bacon & Davis are engineers.
The Indianapolis & C^incinnati Traction C]o.
Description of the First Sinj»lc.Pliasc Electric Railway Built for (commercial Operation.
A very few years ago Ihe proposal lo operate an electric railway
ijo miles ill length from a single power Iiotisc without the use of
rotary converter snb-stations would have been pronounced com-
iiiercially impossible, yet at the very beginning of the present year
wc find such a line approaching completion and a considerable jior-
lion of it in operation. This has been made possible by the develop-
ment of a single-phase alternating-current railway motor.
The single-phase traction system is an American one, the applica
lion of alternating current to railway work in Europe having in-
solved polyphase induction motors, and in the "Review" for August,
lyoj, we had the pleasure of describing the Westinghouse single-
phase railway motor. This motor was recognized as possessing
many points of theoretical advantage for railway work and its test
in practical operation has been awaited with keen interest.
The first single- phase electric railway to be built as a commercial
t'lilure inslalialion of coal-crusliing and aiilomatic coal-handling
machinery, with overhead hunkers which will feed directly to the
boiler grates. The boiler room occupies one-half of the present
building. The rest is divided into two parts, the larger room being
known as the main engine room, while the eastern portion of the
building is set apart as a high-tension chamber.
The generating equipment consists of two soo-kw., 2,300-voll
Westinghouse alternators of the revolving field type, wound for
3-phase, 25-cycle current, and direct connected to cross compound
Corliss engines, built by the Fulton Iron Works, of St. Louis. The
operating speed is 94 r. p. m. The engines are of the double-cylinder
vertical type. Both engines and generators are designed for an
overload capacity of 50 per cent. Each engine is equipped with an
independent jet condenser made by the Dean Bros. Steam Pump
Works, of Indianapfilis Water for condensing purposes is supplied
INTERIOR M.\IN rOWER HOUSE. RUSHVILLE, IND.
undertaking is that of the Indianapolis & Cincinnati Traction Co.,
of which Mr. Charles L. Henry is president and general manager.
Starting from Indianapolis, the road will pass through the towns
of Irvington, Julietta, New Palestine, Reedville, Founlaintown, Mor-
ristown, Gwyiinvillc. Arlington, Rusbville, Glenwood, Connersville,
Duiilapsville, O.xford. Hamilton and Cincinnati. It has already been
constructed as far as Rushville, Ind., and, in the course of the pres-
ent year, will be extended to Connersville. It is the intention of
ihe company to push through to Cincinnati at the earliest possible
date. At the present time about 20 miles of road are in operation.
and the new system has been shown to be a complete success and
lo thoroughly justify Mr. Henry and his consulting engineers, Sar-
gent & Lundy, in adopting Ihe alternating current for this important
■ 'peration.
The central station from which this railway w'ill be operated is
located at Rushville, adjacent to the tracks of the Cincinnati, Hamil-
ton & Dayton Railway Co., and distant about 41 miles from Indian-
apolis. The building is a fire-proof structure of brick, concrete and
steel, with well-lighted interior, and skillfully arranged for future
enlargement as the operations of the company are extended. The
present equipment includes three 350-h. p. Babcock & Wilcox boilers,
which are at present fired by natural gas. Provision is made, how-
ever, for the burning of coal if at any time the supply of gas
becomes insufficient, and arrangements have been made for the
by a large mill-race through an underground tunnel running under
the basement floor.
The 2,300-volt, 3-phase. 25-cycle current from the generators is
led direct to two pairs of 250-kw. air-blast transformers, which are
connected according to the Scott 3-phase 2-phase system. The sec-
ondary windings are arranged for 2-phase operation at 33,000 volts,
at which potential the current is delivered to the transmission lines.
A pair of motor-driven Sturtevant fans provide the air necessary
to ventilate these transformers.
The generators are separately excited by direct current at 125
volts. Duplicate exciter generators have been installed, one of
which is direct connected to a Westinghouse steam engine, the
other to a Westinghouse type C induction motor.
The switchboard controlling panels are located in the main engine
room, but the switches, transformers and other similar apparatus
have been installed either in the basement or in the high-tension
cnamber. The main bus bars are in the basement and are supported
upon a masonry structure of most approved design and construction.
Live bars are separated by barriers of "Alberine" stone.
The power house was built according to plans and specifications of
the consulting engineers, Sargent & Lundy, Chicago, and all of the
equipment was purchased under their specifications and installed
under their supervision. The electrical apparatus was all furnished
by Westinghouse Electric & Manufacturing Co.
k
88
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
A pair of 300-kw. transformers of the Westinghouse oil-insulated
self-cooling type located in the power house reduces the 33,000-volt
current from the main transformers to a potential of 550 volts, and
feeds that portion of the trolley line which is located within the
limits of the city of Rushville.
Other portions of the trolley are fed at a potential of 3,300 volts,
obtained from the 33,000-volt transmission lines through reducing
transformers which arc installed in transformer stations conven-
iently located along the road at intervals of from to to 12 miles.
.•\t this time three of these transformer stations have been con-
structed, one near Indianapolis, another at Reedville and a third
at Gwynnville. The buildings are very small and compact, meas-
uring but 21 ft. by 23 ft., but their construction is thoroughly sub-
stantial and is fire-proof throughout. The walls are of brick laid
in cement mortar and mounted upon foundations of concrete; the
floors are of concrete laid upon steel beams. The doors and win-
dows are protected by steel shutters. The equipment of each of
the transformer stations so far installed consists of two 300-kw.
oil-insulated step-down transformers of the Westinghouse self-cool-
ing type, 33,000 to 3.300 volts, together with disconnecting switches
and suitable lightning-protecting apparatus, including low-equiva-
lent lightning arresters and static interrupters. Provision has been
made in each station for a third similar unit when required. The
transformer stations contain no automatic switches of any type.
«C
through rotary converter sub-stations and direct-current railway
motors.
At this time the Indianapolis & Cincinnati Traction Co. is giving
an hourly service between Rushville and the neighboring towns
towards Indianapolis, and the work is being completed rapidly with
a view to running through cars into the larger city. There are at
present 10 cars which were built by the St. Louis Car Co. The cars
are 55 ft. over all, and divided into three compartments; one ar-
ranged to carry baggage, the center compartment as a smoker, and
a main compartinont with a seating capacity for 38 people. The
cars are handsomely finished in mahogany, with plate glass win-
dows and art glass in the ventilators. The trucks are of the M. C.
B. type, made by the Baldwin Locomotive Works, and have steel-
tired wheels 36 in. in diameter and 6-in. axles with 5 X 9-in.
journals. The electrical equipment consists of four 75-h. p. single-
phase alternating current Westinghouse railway motors of the com-
mutator, series wound type, mounted two to the truck. The equip-
ment includes the Westinghouse unit switch system of multiple
control, so that the cars may be operated either singly or in trains.
0VERHE.\D CONSTRUCTION.
but arc controlled altogether from the main central station. They
therefore require no attendance and need be inspected only occa-
sionally when in operation.
The transformer stations were planned by Sargent & Lundy, and
erected under their supervision, the electrical equipment being fur-
nished by Westinghouse Electric & Manufacturing Co. The discon-
necting switches in each station were made from designs specially
prepared for this service by Sargent & Lundy.
.As has been stated, the main section of the trolley will be fed
at a potential of 3,300 volts, while in the city of Rushville 550 volts
alternating current will be used. As, however, within the city of
Indianapolis the cars must operate over the already existing lines,
which are equipped for direct current at 550 volts, provision had
to be made for operation with both direct and alternating current
and at a trolley potential of both 550 and 3,300 volts. This single-
phase system, the first to be put in commercial operation, therefore
serves to e.xemplify the adaptability of the new type of motor for
operation upon both direct and alternating-current circuits and to
illustrate the flexibility of the system in regard to voltage.
In the drawings for the power-house wiring there is shown a
2-phase 4-wire circuit, in addition to the single-phase circuits which
connect the power house with the transformer stations. This power
circuit illustrates an arrangement whereby it is proposed in the
future to operate the electric railway now running between Indian-
apolis and Shelbyville from the Rushville station. The Indianapolis
and Shelbyville line is owned by the Indianapolis & Cincinnati Trac-
tion Co. and is at present operated from its own power house
TR.^NSFORMER ST.\TI0N AT REEDVILLE, IND.
As these cars are to be operated by both direct and alternating
current, the rheostatic system of control was adopted. The motors
are geared for a maximum speed of 45 miles per hour and are
arranged for a schedule speed of 30 miles per hour, which has
been adopted for local service. Stops will be made at all of the
cities and towns and at the principal crossings of the country. To
properly take care of the through service, additional "limited" cars
will be run at an early date. These "limited" cars will be equipped
with four 150-h. p. motors and will be arranged for a schedule
speed of from 50 to 60 miles per hour, as, under the provisions
of the various franchises under which the company operates, they
will not have to make stops in the country or in the smaller towns
and will be required to make only one stop at each of the larger
intervening cities. It is expected that when the road is completed
from Indianapolis to Cincinnati these "limited" cars will make the
through trip from the center of one city to the center of the other
in three hours' time.
The road has been built with a view to handling heavy freight,
even to the extent of handling long trains, and it is confidently
expected that the use of a high voltage on the trolley wire and
the sliding contact bow trolley will make such a service possible
without experiencing the difficulties which have heretofore been en-
countered when a heavy freight service has been attempted with
direct-current operation.
Each car is equipped with two trolleys — one of the bow type
designed for high potential service; the other, a modified form of
the union standard trolley, intended for use on the direct-current
Frb 15. i^PS]
STREET RAILWAY REVIEW.
89
line in Indiannijolis niifl llic Inw-voItaRC allcrnating-ciirrcnt line in
Knshvillc,
'Che roadway is believed Id lie etiiial lo that ot any line in the
country. The track is graded in accordance with the best practice.
cuts and fills having been made wherever necessary lo avoid excess-
ive or frcrinent grades. I'dr a distance of nearly 50 miles frnni
Indi.mapolis there is no grade in the line to exceed I'/j per cent,
.md. while from that point on toward Cincinnati the country is less
level and in some cases straight lines have been preferred even at
the expense of slightly increased grade, it is confidently expected
that, with the true aliginueut secured and the low grades cncoun-
105-rr. RRinr.E OVER Bir. sfgar crfek. n'far new Palestine, iNn.
(ercd, greater speed can be ni.iiutaincd willi comfort and safety to
passengers than on any steam road now operating in that vicinity.
So far as has been yet determined, the heaviest grade will be 4
per cent.
The roadbed is graded 28 ft. wide on lop tor a double track, with
slopes on fills and in cuts oV V/z to i, and upon a grade line that
puts the track in most instances above the level of adjacent lands,
so as to avoid trouble on account of snow. In" the construction of
the roadway, bridges, etc., provision has been made in every case
for double track, though but one track has been laid at the present
time. The bridges across all streams are constructed in the most
approved manner, either with concrete steel arches or witli steel
girders and stone abutments. The upper structures have been built
of the very best steel construction by the Indiana Bridge Co., of
Muncie, Ind., and are made of sufficient strength to carry trains
of cars having a gross weight of 100 tons per car. Though all abut-
ments have been built for double track, the superstructure at the
present time is arranged for one track only. It will be noted that
provision has been made for the heaviest demand in respect to size
of cars and length of trains likely to be experienced in the near
future.
Wherever possible the track has been laid upon the company's
private right of way. Where the land is level and there are no con-
siderable fills or cuts, a right of way four rods wide has been se-
cured, but wherever peculiarities of construction made it desirable,
a wider right of way has been obtained. In all of the smaller
towns the private right of way has been continued through, and the
road has been constructed upon streets or highways only in cities
, of such size as to make it necessary. Wherever possible, curves
have been avoided and such an alignment has been secured between
cities and towns as will permit of very rapid running with entire
safety to passengers and equipment. In most instances the right
of way has been protected by a woven wire fence erected under
an agreement with the land owner whereby he maintains the fence
and keeps all gates closed. Wherever such agreements have not
been secured the right of way has been fenced with barbed wire
In most cases the company has also been granted the right to cut
and keep out any timber on adjacent lands which might interfere
with its wires and fences or with the operation of the road.
I'he track is laid with 70-lb. T-rail in "jo-ft. lengths, connected
with Weber rail joints and Ohio Brass No. 0000 lO-in. copper
bonds, with Js-in. terminals under the plates so as not to be exposed.
Cross bonds are put in every half-mile and long bonds under all
special construction. All switches and other special devices have
been furnished by the Buda Foundry & Manufacturing Co., of Chi-
cago, the construction throughout following the highest standards.
Turn-outs and cross-overs arc constructed so as to avoid danger
of open switches. The ties arc mostly of first-class white oak or
burr oak, though a few of chestnut have been used. They all
measure 6 X S 'n. by 8 ft., and are laid 3,280 to the mile. The
bridge ties arc of long leaf yellow pine. Ciravcl ballast has been
used throughout the whole line, and is generally laid 8 in. under the
ties and level with the top of the rail. In the streets of Kushvillc
an l8-in. layer of broken stone has been placed under the ties.
The high-tension tran.smission lines are composed of No. 4 bare
copper wire. A single-phase circuit leads to each transformer sta-
tion. The high-tension wires arc supported on large porcelain insu-
l.itnrs, held by iron pins to strongly constructed cross-arms, mounted
upon a separate line of poles which are set near the edge of the
right of way.
■Mong the private right of way the trolley wire is suspended
from poles set in the center of the grade 100 ft. apart, with a
bracket made of angle iron loo|)cd at the end so as to carry a large
Hat insulator from the top of which is run a 7-16-in. steel stranded
cable or messenger wire. The trolley is formed of No. 000 copper
wire and is carried 8 in. under the messenger cable, to which it is
attached every 10 ft. with specially made steel clamps. This form
of construction is known as the catenary suspension. The steel
messenger cable is drawn tight. The insulators are large and strong,
and even if one is broken the steel cable would remain suspended
from the top of the bracket. As the trolley is attached to the steel
cable every 10 ft., breaks will seldom occur, and, even if one
should take place, not more than 10 ft. of trolley wire would be loose.
The catenary construction provides a practically level trolley, with
no sudden bends at the insulators, such as is often found with the
ordinary suspension. This point is of particular advantage in high-
speed service. The trolley wire is suspended 18 ft. above the track.
Where the tracks are in the streets, the poles are set on the sides
of the streets and the trolley suspended from span wires. Other-
wise, the construction is the same as along the private right of way.
The overhead material for the entire line construction was sup-
plied by the Westinghouse company according to designs and speci-
fications of Sargent & Lundj-.
The entire system is provided with two metallic circuit telephone
lines, one of which is reserved exclusively for the train dispatcher;
OVERHE.Mi Lllu.-5l.Ni. NEAR JULIETTA. IND.
the other line is intended for general company business. Each car
carries a telephone, so that communication can be had with the train
dispatcher at intervals of 2,000 ft. Telephone wires are carried
on porcelain insulators on cross-arms near the tops of the trolley
poles. The wires are transposed every 500 ft. in order to avoid
disturbance by the current in the transmission lines.
The poles are all of selected white cedar; those for the center
trolley construction are 40 ft. long with 7-in. tops, and the side
poles for the high-tension lines are 35 ft. long with 7-in. tops. All
poles are set 6 ft. in the ground and are carefully tamped; 30-ft.
poles are used for the streets in the cities where there are no feed
90
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
wires and the poles arc used only to support the span wires; while
on the other side, where the high-tension lines run, the poles vary
in height from 40 ft. to 60 ft. so as to carry the transmission lines
above the shade trees. All the side poles along the streets are
neatly shaved and painted and are set in concrete. The 6o-ft. poles
are of Idaho cedar, and are smooth and straight as if turned in a
lathe. The entire pole line was constructed under the direction of
Mr. A. A. Anderson, general superintendent of the Indianapolis &
Cincinnati Traction Co., and under the immediate supervision of
Mr. Oscar D. Emery. The work is of a most excellent character
and attracts the attention of the most casual observer.
WESTINGHOUSE 75-H. P. .\LTEEN.'\TING-CURRENT. SINGLE-PHASE, SERIES-
WOUND RAILWAY MOTOR.
The Indianapolis & Cincinnati Traction Co. was organized Feb 4.
1903, under the laws of Indiana. It is managed by a board of seven
directors, consisting of Charles L. Henry, Indianapolis, president
and general manager ; Ephraim Marsh, Greenfield, Ind., vice-presi-
dent; Wm. L. Taylor, Indianapolis, secretary; Endorus M. John-
son, Indianapolis, treasurer; James W. Fesler, Indianapolis; Theo-
dore P. Rose, Muncie, Ind. ; Wm. M. Frazee, Rushville, Ind.
The general office of the company is at Rushville. It is a three-
story frame building with a slate roof and was constructed from a
residence which was purchased in the first instance to enable the
company to make an easy curve around the corner. , The building
ARMATURE OF MOTOR.
is now equipped with fire-proof vaults, heated with steam, and
lighted from the company's own power station and is arranged
with ample accommodation for the general officers of the company.
Waiting rooms and baggage rooms are also provided. The execu-
tive officers of the company are located in the Traction & Terminal
Building at Indianapolis.
Under the provisions of the franchises of the Indianapolis Trac-
tion & Terminal Co. interurban lines are allowed to enter the city
over the tracks of the city company by such roads as the city desig-
nates, upon payment to the city company of an agreed or ascertained
compensation. The Traction & Terminal company has made a uni-
form agreement with interurban roads for entrance into the city
over its tracks whereby the interurban road pays 4 cents for each
passenger carried while on the city lines. This agreement entitles
the interurban line to all of the privileges of the Terminal Station,
where all, the interurban roads of Indianapolis enter.
The Indianapolis & Cincinnati Traction Co. has franchises of a
most favorable character in all of the cities and towns through
which the line passes. 'I'hey uniformly run for a period of 50 years
and contain no objectionable features regarding the pavement of
streets, the erection of iron poles or the payment of a franchise tax
to the state or town. The franchises in the cities of Rushville and
Connersville permit the company to run "limited" cars, making only
one stop in each city. In all of the smaller towns the franchises
specially provide that "limited" cars need not stop at all. The fran-
chises also provide for the carrying of freight, express and mail
matter under reasonable regulations of the various cities and towns.
.^11 private rights of way and franchises outside of cities and towns
run in perpetuity.
The most interesting feature of the new installation, made possible
by the use of the alternating-current system throughout, is the ab-
sence of the rotary transformer sub-station and the consequent
small amount of feeder copper required. The No. 0000 copper
trolley wire is supplemented by no feeder and the only lines required
are the No. 4 high potential transmission lines which connect the
main power house to the transformer stations, The system there-
fore makes possible a great saving in copper and does away entirely
with the expense usually incident to the operation of sub-stations
and which may be regarded on an average as amounting to the
wages of three men, aggregating not less than $6.00 per day for
each sub-station. The adoption of the alternating-current system
makes possil)Ie for the three transformer stations already installed
between Indianapolis and Rushville a saving in wages amounting to
$6,570 per annum. It is estimated that for the 10 stations which
will be installed between Indianapolis and Cincinnati a total annual
saving of $22,000 is thus made posible in wages alone. In addition
to this there will be a large sum of money saved in the maintenance
and repair of machinery.
President Henry, whose foresight and courage made possible the
trial of the alternating-current railway motor in so large an opera-
tion, is one of the pioneers in the development of modern electric
traction. In 1897 he built the first interurban line in Indiana, and
under his management the Union Traction Co. in 1900 united a
.system of lines extending from Indianapolis via Anderson to Mun-
cie, from Anderson via Alexandria to Marion, and from Alexan-
dria to Elwood, with about 100 miles of line.
Manganese Steel.
Editor "Review" :
I noticed that in the January number of the "Review" you report
the December meeting of the New England Street Railway Club
and the paper which I read at that meeting. While I appreciate
the quite full report, there is one quotation of what 1 said which
is incorrect, and as it is somewhat important, I would be obliged
to you if you would correct it in your ne.xl issue.
.^t the beginning of page 55 you make me say that as the orig-
inal patent of Mr. Hadfield on the alloy containing a certain per-
centage of manganese had expired and the production of the alloy
was therefore public property, "a number of different manufac-
turers were using it with success." This is not correct, or at least
it might be misleading. What I did say was that Mr. Hadfield's
original patent covering an alloy with a certain percentage of
manganese had expired a couple of years ago and the production
of an alloy of this description was public property, of which a
number of manufacturers in various lines in which manganese
steel had been eminently successful had taken advantage, but that
Mr. Hadfield's invention was not alone the alloy, but the proper
development of its properties by treatment, which treatment is still
protected by subsequent patents, and which patents, as stated pre-
viously in the paper, were controlled in the United States by the
Taylor Iron & Steel Co., of High Bridge, N. J.
Yours truly,
V. .^ngerer, Vice-Pres..
Philadelphia, Jan. 24. 1905. Win. Wharton, Jr.. & Co., Inc.
A suburb of Revere Beach, Mass., is known as Streetcarville.
This name originated from the large number of residences consisting
of old horse cars, which a local transportation company sold at $10
each, and which are arranged in regular street formation.
Feb. 15, JQOSl
.STRr':ET RAILWAY RRVIEW.
91
Meeting of A. S. K. A. Executive (Committee.
Uii Fcliruary .3(1 ami 4tli, llie executive committee of the Amer-
ican Street Railway Association licld a mecling at the Holland
House, New Yorl< City, at wliicli were also present representatives
of tlic Accountants', the Mechanical and Electrical, the Claim Agents
and the Manufacturers' associations. The principal purpose of this
mecling was In consider plans for the re-organization and possible
amalgamation of the various street railway associations with th.-
American Street Railway Association. Mr. W. Caryl Ely, president
(if the American Street Railway Association, briefly summed up the
action taken at St. Louis, wliich was in favor of a re-organization of
the American Street Railway Association, and emphasized the need
nf careful consideration before any definite action be taken. Mr. Ely
stated that his mind was open as to what should be done, and that
he believed that the best result would be obtained by submitting the
question to a sub-committee representing all the associations. As a
basis to work upon he highly approved the plan suggested by Mr.
Richard McCulloch of St. Louis, which is given herewith.
MR. MCCULLOCH'S PROPOSED PLAN.
Bi-fore street railways attained their present importance, the
president, manager, superintendent or operating head of the rail-
way dirctcd its every detail and was interested in every part of the
work, from the care of horses and the construction of track to the
accounting and financial problems. At that time he took part in the
discussions at the general meetings of the American Street Rail-
way Association because he foil familiar with all the questions there
presented.
With the growth in size, importance and wealth of street rail-
ways, however, these conditions have changed, the diflfcrent depart-
ments now being under the direction of specialists. The super-
intendent of transportation is no longer interested in accounting
propositions, and the master mechanic does not care to sit through
a discussion on transfers. This is shown by the fact that for sev-
eral years there has been a poor attendance, a general listlessness,
inattention and lack of discussion at the general meetings of the
main association, while quite the reverse has been the case at the
meetings of the accountants and mechanics.
To prevent the breaking up of the association by the further
secession of organizations of specialists, and to enable the asso-
ciation to perform the good of which it is capable, the following
plan of organization and meeting is proposed :
L The annual conventions shall combine general meetings of
the American Street Railway Association together with meetings
of certain .sections to which the consideration and discussion of
papers and technical questions shall be allotted. The following sec-
tions are suggested.
A. FINANCE. POLICY, ORGANIZATION, LEGISLATION.
It is presumed that the presidents, managers, directors, etc., would
attend the meetings of this section, and if deemed advisable its
meetings could bo held in executive session.
1!. TRANSPORTATION.
This section is for superintondents, and such questions as trans-
fers, time-tal)Ies. inspection, etc.. would naturally come before it.
C. ACCOUNTING.
'I'his section would perform the work now done by the .Account-
ants' Association.
I). ROLLING STOCK AND CAR EQUIPMENT.
This section would consider questions relating to the construction
and maintenance of cars, trucks, motors, etc., which are now taken
up by the Mechanical and Electrical Association.
E. POWER PLANT AND POWER DISTRIBUTION.
Matters regarding the construction and maintenance of power
plants, high-tension distribution, low-tension feeders, overhead con-
struction, together with the consideration of new systems for the
supply of power, would come before this section.
F. BUILDINGS AND ROADWAY.
I hi'i section would discuss building and track problems.
G. CLAIMS AND DAMAGES.
In the meetings of this section, those interested with the settle-
ment of damage claims could get together and compare notes.
II. The necessary changes in the constituticm and by-laws of
the association shall Ix; made that the officers of the association
shall consist of a president, vice-president, permanent secretary and
treasurer. The permanent secretary shall be the executive officer,
statistician, keeper of records, etc., performing similar duties to
the secretaries of the various engineering societies.
The executive committee shall consist of the president, vice-
president and treasurer of the general organization, together with
the presidents of the different sections. 'I'his executive committee
shall perform the work of the present executive committee and
shall have the power to increase or diminish the number and scope
of the various sections as it may deem advisable.
III. Sinudtaneous meetings of the various sections may be held
. al the annual conventions, but meetings of related sections should
be so arranged that a delegate who is interested in questions com-
ing before more than one section may have the opportunity of at-,
tending the meetings of several sections. For instance, the man-
ager who would attend the meetings of Section A should have
his choice of the other sections. The meetings of the superinten-
dents and roadmasters should be held at different times so that one
delegate may attend both sections. The same arrangement should
be made for the master mechanics and the power plant men, and
for the accountants and claim agents.
A printed program of the meetings of the various sections, to-
gether with the papers and topics to be brought up at each meeting,
should be distributed in advance of the annual convention, and this
program should be strictly followed, so that a delegate may come
to the convention knowing what questions he wishes to discuss and
how to dispose of his time to the best advantage. There is no
reason why the meetings of the sections should not begin at 9 a. m
and continue, with a recess for lunch, until 5 p. m., and if the busi-
ness cannot be completed during the day sessions there is no reason
why a certain section may not hold a night session.
There will be ample time for a delegate to examine the exhibits
when his particular section is not in session, or the executive com-
mittee may assign a day for this purpose.
In order to illustrate the application of the scheme thus out-
lined, the following program for the year 1905 is mapped out,
the dates being chosen at random :
ANNUAL CONVENTION, A. S. R. A., 1905.
Tuesday, Sept. 26, 1905.
g a. m. to 12 m. General Meeting of the Association.
Call to Order.
.\(ldrcss of Welcome.
President's .\ddress.
.Abstract of reports of Secretary, Treasurer and Executive Com-
mitece.
Reports of Committees.
General Business of the Association.
Appointment of Nominating Committees.
2 p. m. to 5 p. m.
Meeting of Section B (Transportation).
" C (.Accounting).
D (Rolling Stock).
Wednesday, Sept. 27. 1905.
g a. m. to 12 m.
Meeting of Section F (Roadway).
" " C (Accounting).
E (Power Plants).
2 p. ni. to 5 p. m.
Meeting of Section B (Transportation).
" " " G (Claims).
D (Rolling Stock).
Thursday. Sept. 28. 1905.
g a. m. to 12 m.
Meeting of Section .A (Finance, Legislation, etc.).
2 p. m. to 5 p. m.
General Meeting of the Association.
Unfinished Business.
Report of Nominating Committee.
Election of Officers.
.Adjournment.
The following is a resume of the allotment of time:
92
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
Section A — Finance, Legislation, Organization, etc 3 hours
" B — Transportation 6 "
" C — Accounting 6 "
" D — Rolling Stock and Car Equipment 6 "
" E — Power Plant and Power Distribution 3 "
" F— Buildings and Roadway 3 "
" G — Claims and Damages 3 "
Total time spent in meetings of sections 30 hours
'lime allotted for general meetings of association 6
This division of work will give 30 hours of section work during
a three days' session of the convention, and allowing one hour and
thirty minutes for the discussion of each topic or paper. There
is time for the discussion of 20 subjects, which about quadruples
the capacity of the present organization. It is unnecessary to dwell
on the fact that the topics would be discussed by men who are in-
terested in the questions and that, as the meetings would be smaller.
discussion is apt to be freer. The above outline is merely given as
an illustration of what might be done under this scheme and with-
out any intention to limit the sections to the time allotted to them,
or to establish any arbitrary limit to the number and scope of the
sections. This should be established by the executive committee of
the association from time to time.
Precedents for this method of disposing of the business of large
conventions exist among the educational associations, notably the
.American Association for the Advancement of Science, which has
for a number of years conducted very successful meetings on this
basis.
Mr. McCuUoch made some further explanations of the plans sug-
gested by him, dwelling upon the fact that the general scheme was
one which had been found to work well in connection with the
.-Knierican Association for the Advancement of Science, many of the
members of which were interested in the work of more than one
of the sections of the association.
Mr. W. G. Ross, president, of the Street Railway Accountants'
Association, expressed approval of a great many of the features of
the plans suggested by Mr. McCulloch, but said be was opposed to
having his association placed as a part or section of the parent asso-
ciation ; he wished to retain the name and identity of that associa-
tion, which bad been in existence since 1897 and had got into close
touch with steam railroad commissioners of the country. Mr. Ross
did not believe that the work of the secretary's office of a combined
association could be done in a satisfactory manner by a general
secretary, as there was in connection with the work, of the Account-
ants' association alone enough work to keep one man busy. Mr
Ross also touched upon the desirability of having the matter of in-
dividual membership in the various associations considered.
Mr. C. F. Baker, president of the American Railway Mechanical
and Electrical Association, expressed ideas similar to those of Mr.
Ross. The Mechanical and Electrical association is an association
of engineers and independent in a way of the American Street Rail-
way Association. It needed financial assistance, however, to make
it the benefit it should be to its members and the railway companies
they represent. Its secretary should be a technical man familiar
with the line of work undertaken by the as.sociation. As the pres-
ident holds office for only a year, whereas the secretary is habit-
ually re-elected, it is the secretary who should be the active exec-
utive officer of the association.
Mr. H. H. Adams spoke along the same lines as Mr. Baker.
Mr. W. H. Dibbs, president of the Claim Agents' Association,
stated the progress it had made since the St. Louis meeting and ex-
plained the manner in which his association had already proved of
great assistance to its members by aiding in exposing fake accident
workers.
Mr. D. M. Brady, chairman of the Manufacturers' Association,
spoke at some length as to the attitude of that body, which was
anxious to co-operate in every way with the American Street Rail-
way Association. Mr. Wm. Wharton, Jr., also addressed the meet
ing as a representative of the Manufacturers' Association.
Mr. H. H. Vreeland criticised the American Street Railway Asso-
ciation for its backwardness in still adhering to horse car methods
in conducting its business while the business of the members was
conducted along modern lines with advances commensurate with the
change of conditions. Mr. Vreeland referred to the various associa-
tions in the steam railroad field, particularly the American Railway
Association and the Master Car Builders' Association. He also calls
attention to the need of an association bureau charged with the col-
lection of general information and its distribution to those in need
of it.
.'Ml the speakers expressed approval of the principal features of
Mr, McCulloch's suggested plans and approved of the suggestion to
submit the matter to a sub-committee. On motion a sub-commit-
tee to consist of four members of the American Street Railway
Association and one from each of the other associations, with Pres-
ident Ely as chairman ex-officio, was appointed. This committee
comprises :
American Street Railway Association — W. Carly Ely, chairman
ex-officio; Richard McCulloch, C. G. Goodrich, E. C. Foster and
VV. E. Harrington.
Street Railwa.v ■'\ccountants' .\ssociation of .\merica — W. G. Ross ;
Frank R. Henry, alternate.
.American Railway Mechanical and Electrical .Association — H. H.
.Adams ; E. W. Olds, alternate.
.American Association of Street Railway Claim .Agents — W. A.
Dibbs; \V. 11. Renaud, Jr., alternate.
American .Street Railway Manufacturers .Association — W. H.
Heulings, Jr.; Wm. Wharton, Jr., alternate.
The association decided to hold the 1905 convention at Phila-
delphia during the week beginning Monday, September 25th. Head-
quarters will be at the Bellevue-Stratford Hotel.
Handling Express by Electric Suburban
Railways.
BY E. A, EV.ANS. M-VNAGER QUEBEC RAILWAY, LIGHT & POWER CO.
The writer submitted a paper to the Canadian Electrical Asso-
ciation in ig02 upon "Electrical Suburban Railways," in which he
took the ground that steam railroads will, in the near future,
handle their suburban and short distance interurban passenger
traffic and mail, express, baggage and light local freight by elec-
tric motive power. In this paper the writer submitted statements
showing the results from passenger traffic, of carrying out this the-
ory upon the existing steam railway running between Quebec, Ste.
.Anne and St. Joachim, a distance of 25^ miles. These results
showed that during the -year 1889-1890, the first year's operation.
95.563 passengers were carried and in 1899-1900, 261,175 passengers
were carried ; this under the old regime of steam railroading.
The next year, 1900-1901, under the electric motive system, 537,-
933 passengers were carried and last year, 1903-1904, 877,310 pas-
sengers were carried, of which number 155,980 passengers were
carried by steam trains. (By way of explanation, it is neces-
sary to mention that the same number of steam trains, arriving and
departing at the same hour, are being operated now as in 1899-1900.)
.And the passenger receipts, which averaged $38,246.47 a year during
the II years of steam operation, last year amounted to $96,943.47;
from this it will be noted that the average fare per passenger has
decreased from 18.17 cents to 11.05 cents, showing that the more
frequent service permits of and encourages the residents along the
railway to visit from village to village, which under the old
system was not so frequent and at the time, as there has been no
apparent increase in population, accounts for the large increase in
travel.
In 1900, the writer issued instructions to all agents to make a
report of all parcels, hand valises, baskets, canes, umbrellas, etc.,
which were handled by them, to be taken charge of and for which
no charge was being made ; in other words, the agents were taking
charge of these parcels merely as an act of courtesy and without
responsibility. The results showed that large numbers of parcels
were being left, and an inspection of the reports showed that these
parcels at the Quebec office principally consisted of groceries, meat,
laundry, etc., whereas at the wayside stations, they consisted of
vegetables, cut and uncut flowers, fowls, laundry, etc. Conse-
quently, in the spring of 1901, parcel offices were opened at each
station and agents were instructed not to accept the care of any
packages without making a charge of 5 cents for each article for
the first 24 hours, and a similar charge for each additional day.
•Rend hi'foni the CnniKllaii Street RaUway Association, Derember. I!tii4.
Feu, 15, '905
STREET RAILWAY REVIEW.
93
and a supply of piirccl checks was at Ihc same time issued. This
luovemcut created considerable opposition from the regular pas-
sengers who, by reason of their having had a privilege for over
II years, now claimed it as a right; as a consequence, receipts
which were aiiticipatcil frcjin agents' reports to amount to several
are arrived at according to classification arranged by the Canadian
Freight Association, the diflcrcnt railways of course having their
own rates lint abiding by the classification made by the association.
Rule 30 provides for such articles as the Quebec Railway, Light &
Power Co. is now carrying under the express, baggage and light
THIO WAY OILL TO Ul MADf IN DUPLICATf AND OM COPY TO (II BINT TO AUDIT OFFICC
()mV,m IIAILWAY, MlillT AM) I'OWKR CO. no. 2001
(MONTMORENCY DIVISION.)
If/O
OOKDUOTOE'S WAT-BILL OF FRZIOIIT FOKWABDED In.,,.
!,ntiiiU uf Cur
No. 0/ Car
NoTi.— Coniluclori In WByllllllng Prelgbl Witt nol«4Mr lb» o4d pAQDdl-nlitn IhrYriclien U S or over, call il l#il pwMda .
wbcn it It uDdtf 6 caII it 4
Shipper
Consignee and
Destination
No.
Packages
Description of Articles
Weight
Rate
Net
Freight
Advanced
total
Collect
-— -—
.„
■
-
■ ■ " 1
KOK.M II 31 — ORIGINAL IS iO \ iYi IN.
liiiiidroil iliillars ,i yc;ir did not aninuiU tii $100, and a careful watch
at Ihc (lilTcrcnl stations reveali-il llu- fact that residents would
bring a parcel to the station, wait the arrival of some friend and
then request their friend who was traveling to take charge of it
and bring it citlicr to or from town. Grocers in town would be
telephoned to frnin say Mrs. B. to meet a certain train and hand
her parcel In Mr, II. who would take charge of it, Mrs, B. some-
local freight department, as follows: Small consignments of one
class, or including articles of several classes, will be charged at
actual weight, according to the classification of each article, but
no single shipment will be taken for less than too lb. ist class, ex-
clusive of cartage. The minimum charge is 35 cents, with an
additional charge of 10 cents for each cartage performed by the
railway company's cartage agents. Thus it will be seen that the
EXPRESS FREIGHT RECEIPT.
QUEBEC RAILWAY, LIGHT & POWER CO.
(MONTMORENCY DIVISION ■
TV* lliilh.^11 .<llt I
Rull»u>. .ui'b :
- D«tC - , . - 190
RECEIVED f.o.ii
th« undcfn'onlioitcd Property, in app.^rcnl good Order addressed lo „ - -
to bo icnt Ijy Ihe said RAilw.ty. AUt>jci;l to jho terms .ind conditions os slated Above, and upon the olltcr Sldo.
Writlil j nmm
RECEItTEODY
FlIKM 1! i2
-ORIGIN.M. IS 8!4 X 5^ IN. REGULATIONS AND TARIFF ARE
PRINTED ON THE BACK.
times and generally meeting Mr. H. at destination to take the parcel
from him. This condition naturally led to the establishment of
an express, baggage, and light local freight department, thus at-
tempting (perhaps earlier than anticipated) the last theorem laid
down in the paper read to the Canadian Electrical .Association,
previously referred to (the carriage of the mails having been pre-
viously arranged for).
Under steam railway rules, as is generally known, freight charges
: : M
To the QUEBEC RAHWAY. LIGHT & POWER COMPANY. Dr.
:; ForlrunsJioiUil.imoj llur rl,.ii(;. >
Shipped by^
Weight
Advanced -.-
Total $ -^
.lbs.
Rer^ivrd payment for the Company.
FORM II ,54 — CRIGINAL IS S'/i X 3l4 IN.
company was unable under this tariff to convey any parcel, no
matter how small, for a less charge than 35 cents— in many cases
more than the value of the package of rhubarb or other vegetables
that were being sent to town. It was therefore necessary to make
not only new rates suitable to the special requirements of the dis-
trict, but also to make new rules and regulations regarding this
class of traffic; these rules and regulations came into eflfect Dec.
I. 1902, the tariff being as follows:
Any station to any station, for all parcels, small boxes, etc. ;
From o to 10 lb., 5 cents ; over 10 lb. to 20 lb.. 10 cents ; over 20 lb.
to 30 lb., 15 cents; over 30 lb. to 50 lb.. 20 cents; over 50 lb. and
not over 100 lb.. 25 cents.
oil.
HOTE.—Mgant will ha particular to nott tlia authority bf which any donation is made from TarHf Ratot : olhtrwitt the proper rate will bo tubttitutod.
and thojiqont held retponsible for the deficiency.
QUEBEC RAILWAY, LIGHT & POWER CO. gon.
(MONTMORENCY DIVISIONS No EX "^ ^
180
EXPRESS WAY-BILL OF FREIGHT FORWARDED from
Train No.
SHIPPER
CONSIQNEE
No.
Pftckkges
Description of Articles
Weigkt
AdrftDoed
CtiftTges
II
Cor I To
Clmg«s I Collect
BiaSATTEZ rot OOOM
FORM B ii — ORIGINAL IS I0j4 IN. WIDE.
94
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
The rules governing the service ,Trc as follows :
E.xpress Freight. — All goods weighing less than 100 lb. offered
for shipment, will be carried on any regular passenger or electric
train, with all despatch possible.
Each parcel, bo.\, etc., must be properly packed and addressed
in full before a receipt (Form B 32) is given to the sender. Fresh
fish, fresh meat and any other perishable articles must be prepaid.
.\ny dangerous articles will not be accepted except on special orders
from the superintendent.
.•\gcnts will use Form B 33 when way-billing, which must be
iTiade in duplicate, one copy of the way-bill to be given to the driver
of the electric train or the baggageman of the steam train, and the
goods must be forwarded by the first train due after the goods have
been accepted for shipment; the other copy of the way-bill will
be kept by the agent and accounted for in the same manner as
regular freight.
Agents receiving express freight will issue Form B 34 and notify
consignee as quickly as possible, and when goods are delivered a
receipt must be taken on Form B 33, opposite article for which re-
ceipt is required. Way-bills received will be accounted for in the
same manner as regular freight.
Conductors of all regular trains may accept goods for shipment
at any flag station, using Form B 31 for billing express freight.
Any article weighing over 100 lb. to be carried by the regular
freight trains only and under Canadian freight classification rules.
These regular freight trains are operated by steam in the usual
manner.
Forms B 31, B 32, B 3^ and B 34 are shown herewith. Form B
33 is in book form, and is duplicated with carbon paper.
.-\gents were instructed to despatch all parcels under the fore-
going regulations by the first passenger car at any time of the
day or night, to give them'tn charge of the motorman on electric
cars and the baggageman on steam trains, and informed that no
excuse would be accepted for not despatching by the first train.
The public immediately took advantage of the facilties thus of-
fered and the parcel office, while still open for the accommodation
of travelers, is practically not made use of. The receipts from
this source of revenue the first year amounted to $300; and last
year they practically doubled. And the service is still meeting the
appreciation of the public. Passengers in the villages along, the
line, instead of purchasing from small stores near their residences,
travel to town, purchase goods from different stores, have one parcel
made of their purchases and sent to the station, to be forwarded by
express to destination, instead of having it deposited in the parcel
ofiice and having the trouble to call for it and transport it them-
selves ; and again, from the villages, vegetables of all kinds, cut
flowers, etc., are during the summer being daily expressed to town
to supply the hotels, boarding houses, etc., in the city.
In conclusion, it is pleasing to be able to state that during the
two years in which this business has been in operation, only three
complaints of delays have been received, and not one single pack-
age has been lost or gone astray.
Of course it will be noted that the conditions mentioned are dif-
ferent from those on most suburban electric railways, by reason of
the company having no agents at the different stopping-places; this,
however, is a point which in the writer's opinion, can in most
cases be overcome by the managers of the different roads interested.
It seldom happens that there is not some responsible man or
woman residing close to the stopping place or flag station, in which
case arrangements could most probably be made whereby these per-
sons would be willing to take charge of the packages for a smail
consideration or commission.
The Union Terminal Railroad Co., Cincinnati.
The first authorized statement of the plans for a new union
passenger station and a subway across the center of the city of Cin-
cinnati has been announced by the Union Terminal Railroad Co.,
which has been in existence nearly a year. The new union depot is
to be situated between Court St. and the canal and extending from
Walnut St. to Elm St. The plans of the company include the con-
struction of a passenger station; the building will be eight stories
high, 214 ft. wide and 500 ft. long. Under the surface of the street
passenger and freight tracks will be run; there will be six tracks
running cast and west, each of which will be approached from tlic
main waiting rooms by means of a separate stairway. The center of
the building will be a hollow square, with a 60-ft. dome surmounting
the subway. Three main entrances are provided for and two drive-
ways, while the baggage, freight and mail rooms will extend along
the canal end of the building. Room is to be provided for street
cars and express companies and also arrangements made so that the
interurban lines which are near the site can run into the building.
The plans for this depot have been made by D. H. Burnham & Co.,
architects, of Chicago.
The Passenger Terminal Construction Co. will be incorporated
for carrying out the plans as already proposed by the Terminal
company. Mr. George R. Scrugham, who recently retired as presi-
dent and general manager of the Interurban Railway & Terminal
Co., of Cleveland, O., which operates over 100 miles of interurban
electric railways, will be president and general manager of the con-
struction company and will personally have charge of the construc-
tion work, which it is stated will cost $10,000,000.
Appleyard Situation in Ohio.
.\rthur E. .Appleyard & Co. have agreed to a reorganization of
the Ohio electric railway companies known as the Appleyard sys-
tem. The plan calls for the formation of three companies with
stock aggregating $8,500,000 which shall issue bonds to the same
amount. This agreement must be signed by 55 per cent of the
creditors before it becomes operative. The combined capitals of
these companies amount to $9,350,000 and they have issued bonds
amounting to $5,215,000.
. The plan provides that the Ceneral Market Street Railway Co.. of
Columbus, which operates 16 miles of track, shall be reorganized as
one company ; that the Dayton, Lebanon & Cincinnati Railway Co.,
which operates 35 miles of electric and steam road between Daytoq
and Lebanon, shall be reorganized as a separate company, and that
the Uayton, Springfield & Urbana Electric Railway Co., the Colum-
bus, London & Springfield Railway Co., the Urbana, Bellefontaine &
Northern Railway Co., the Columbus, Grove City & Southwestern
Railway Co., and the Springfield & Western Railway Co. shall con-
stitute the third company, which shall be known as the Ohio Union
Railway Co.
♦-•-•
A Peculiar Accident.
The evidence in a suit for damages brought by the owners of
the schooner Frank W. Benedict against the Portsmouth, Dover
& York Street Railway Co., of Portsmouth, N. H., shows a rather
peculiar accident. On Sept. 10, 1903, the Benedict tied up at Cutts'
wharf, Kittery Point, with a cargo of coal consigned to the Ports-
mouth, Kittery & York Street Railway Co., predecessor to the
present company. According to the plaintiff's claim, the consignee
failed to provide a safe berth for the schconer, as on September
i6th the vessel came in contact with the feed wire and her star-
board side was badly burned. A further claim is made that the
wire with which the schooner came in contact was not properly
insulated. The defendant company claims contributory negligence
on the part of the captain of the vessel. A portion of the Bene-
dict's cargo was discharged and to conveniently remove the rest
the schooner was hauled forward, which brought it dangerously
near the company's feed wires and the martingale of the steamer
was hauled up to clear them. This was done when the tide was
high aiid the captain was notified that the martingale should be
liauled up still more, so that the schooner might drop away from
the wharf. The company claims that the warning was disregarded
and that the schooner fouled the feed wire as a result.
The second number of the Interurban Monthly, published at
Champaign, 111., in the interests of the Illinois Traction System, has
made its appearance. In this number are included the time tables
of the Illinois Traction System and the steam railroad connections
at the various cities on the Illinois Traction line, and a reprint of
the article on the McKinley Syndicate properties of Central Illinois,
which appeared in the "Street Railway Review."
New York & Stamford Railway Co,
DY PUTNAM A. BATES.
TravcrsiiiK niiic-li tlio same rnulc thai was follnwcd by the old
mail and road coaclics of a century or more ajjo, tlic New York
& Stamford railway forms a connecting link between the suburban
branches of the Metropoblan Street Railway Co., of New York
City, and the Stamford Street Railway Co., which in turn makes
direct connection with the street railway lines running into the
city of New Haven, Conn.
The Stamford Street Railway Co. being owned and controlled
by the New York. New Haven & Hartford Railroad Co. is not a
part of the New York & Stamford Railway Co's. system as might
be supposed from the names of the two companies. (Note by
author: Since ilir foregoing was written announcement has been
made that on Jan. i, 1905, this entire electric railway system was
purchased by the Consolidated Railway Co. at an amount reported
to be about $1,500,000. The Consolidated Railway Co. is controlled
by the New York, New Haven & Hartford Railroad Co.)
The latter company is an entirely independent corporation and is
llu' result of a combination of old Port Chester Street Railroad
Co., the Larchnmnt llorse Railway Co. and the Greenwich Tram-
way Co.
The system is a single track having an extreme lenglli of about
ibrough the village of Larchmont. From Munroe's descendants
the property passed into the hands of E. K. Collins, the once well
known manager of the American Line of steamships to Europe.
Early in 1872 this tract of land was purchased by a few individuals
who desired to build for themselves attractive country homes in
what they considered a most desirable location and to control
sufficient property to forever insure the permanency of their plans
against intrusion. These men organized themselves into what is
known as the Larchmont Manor Co., which platted the land for a
suburban place of residence by laying it out into regular-sized lots
and by imposing certain restrictions in every deed of conveyance.
Towards the end of 1872, the plans of the Larchmont Manor Co
had so far matured as to suggest the construction of a line of
horse railroad from the New Haven railroad station to the sound,
a distance of about one mile.
A small wooden railroad station had been built in 1853 on the
east side of the railroad bridge, by an association of gentlemen
calling themselves the Chatsworth Land Co. This little building
standing in the unrelieved loneliness of the Chatsworth woods,
excited the derision of passengers on the New Haven railroad
trains for many years, because lack of patronage prevented the
-ruWEK STATION, CAR HOUSES AND OFFICES, PORT CHESTER.
20 miles extending from Larchmont on the west to Stamford on the
cast and passing through the townships of Mamaroneck, Harrison,
and Rye, and the villages of Larchmont, Mamaroneck, Harrison, Rye
and Port Chester, all in the county of Westchester, N. Y. In
Connecticut it traverses the township of Greenwich in the coimty
of Fairfield and connects the villages of East Port Chester, Green-
wich, Cos Cob, Riverside and Sound Beach.
Touching as it does the old Post Road, over which our fore-
fathers had to make the three or four days' journey by horse
when they wished to go from New York to Boston, this electric
road marks the result of a most interesting evolution of transporta-
tion by means of public conveyances from the early coaching days
to the present period of rapid transit by means of electric power.
As this road runs through a section of the country which not
only abounds in picturesque scenery, but also in landmarks and
reminiscences of considerable historic interest, it perhaps may not
be inappropriate to make mention of a few of these points before
passing to a general description of the road itself, its equipment
and the service which it renders the people at large in the com-
munity through which it passes.
The lands about Larchmont were originally in the possession of
Peter Jay Munroe, who is credited with having planted the rows
of fine old elm trees along the Boston Post Road as it passes
railroad company from establishing a regular stopping place. The
Larchmont Manor Co., being possessed of this station building,
made it the terminus of its horse car line.
In constructing this horse car line, which was the beginning from
which the present New York & Stamford Railway Co's. system
started, it was necessary, from reasons of economy, to lay the rails
upon the ground, in truly prairie fashion. The equipment of the
road consisted merely of car No. I and one pair of horses. This
original car is in existence today, and is kept in the company's
car barn as a relic.
Sarting with this very modest beginning it was not long before
new franchises were obtained and this horse railroad was extended
through the village of Larchmont and the towns of Mamaroneck
and Harrison.
In the first week in July, 1898, the Port Chester Street Railway
Co. started operating. This road was from the first equipped elec-
trically, and the power plant which was installed for the operation
of this road, although enlarged to meet the increased demand upon
it, today supplies the power for the entire system, a combination
of the three separate roads.
At the commencement the equipment consisted of but three cars
and the line was limited to the village of Port Chester only. Later
a branch was installed on Westchester Ave., then .->.n e>;tension was
96
STREET RAILWAY R1-A"1K\V
[Vol. XV. Nu.
run to Rye Village, then to Harrison to connect with the Larch-
mont Horse railway.
The company's line is double tracked from the power house at
Port Chester to Rye Beach, and also for about half of its leng'h
in the village of Larchmont. There are other sections of double
track in other parts of the line, but these cover short distances
only, and are used merely for switching purposes.
Some portions of the line have been constructed on private prop-
erty in order to secure suitable right of way, in which instancer.
the company controls these rights of way. At the terminus of the
Fin. _■— INTERIOR LARCHMONT CAR HOUSE.
road at Rye Beach the company owns sufficient ground to pro-
vide a terminal loop and storage tracks.
Adjoining this property the company has leased a piece of ground
for a term of years and has erected a terminal station; in addition
to these improvements for the Rye Beach business it has leased
a large grove and after thoroughly draining it has erected a dancing
pavilion, band stand and other buildings for amusement purposes.
This grove is free to the patrons of the line and during the summer
season extra service is put on this branch road to accommodate the
heavy travel and special trolley parties
The management of the company has been very conservative and
its method of dealing with accidents and other items of a similar
nature has always been extremely liberal.
The Greenwich Tramway Co., although a part of the New York
& Stamford Railway Go's, systein, is a separate company organized
a distance of about one mile, this being the only portion nf the
Greenwich Tramway construction which had received the approval
of the Connecticut authorities at that time. In September this line
was extended through the village of Greenwich to the Soldiers'
Monument on Putnam Ave. and down the famous "Put's Hili"
to Cos Cob. [It should be noted that the car line does not actually
follow the direction of the trail taken by General Putnam when
he escaped from the English officers down the sheer hillside.]
Extensions were then added to Miamus and Sound Beach and
finally to Stamford.
This then makes a through line from Larchmont to Stamford ot
about 20 miles, the running time being about one hour and thirty
minutes. The entire amount of trackage covered by this system, in-
cluding the main line, branches, double tracked portion and switch
sidings, is about 30 miles.
It is an interesting fact that a traveler on this road in glancing
init of the car windows will occasionally see along the route some
of the old mile posts from which distances were reckoned a century
ago.
The track equipment throughout is of standard gage, the rails
being in some places 7C-lb. T sections, and in others loi-lb. girders.
The latter construction is used in the towns where brick pavement
has been used.
The total rolling stock at the present time consists of 10 open
I /-bench double truck cars, equipped with air brakes and seating
102 persons; 20 open single truck cars; 12 closed single truck cars;
I parlor car; i wrecker car; i construction car; I sprinkling car;
3 snow plows, and 3 gravel cars. In addition to these cars the
company is operating and has charge of 10 open and 7 closed single
truck cars of the Greenwich Tramway Co.
The power station is at Port Chester. The equipment comprises
two Rice & Sargent engines rated at 700 h. p., each direct connected
to a G. E. 8oo-kw. generator, one Buckeye engine of 700 h. p.
direct connected to a 425-kw. G. E. generator and one Green engine
of 350 rated h. p. direct connected to a 225-kw. G. E. generator.
I Ilj. 3. — FIKST C.\K 11UI.>K 1;LILT IN iSQQ.
-DHUBLE REVERSE CURVE.
under an old charter. The former, however, is operated by the
latter and the same interests are identified with both. The road of
this company lies wholly in the state of Connecticut and extends
from the bridge over Byram River to the Boston Post Road at the
western end of the city of Stamford.
In August, 1901, the consolidation of the interests of the two
roads was effected and in that same month the new company com
menced to operate a portion of the Greenwich Tramway line from
Byram River to Byram Shore Road in East Port Chester, Conn .
These generating units supply direct current to the line at the power
Citation switchboard at a potential of 550 volts. In addition to these
machines there is also a 75-kw. alternator belt driven by an Arming-
ton & Sims engine; this is used for lighting an amusement park at
Rye Beach.
The boiler plant, which is in practically a .separate building from
the engine and dynamo room, is equipped with a battery of nine
water tube boilers of 145 h. p. each, made by the Pacific Iron Works
of Bridgeport, Conn.
Fku. 15, '905.1
STRKF.T RAILWAY RF.VIFAV
97
Adjacent to the power station at Port Chester, are located two
car harns, an office building and a repair shop. This last is imme-
diately back of the office buildinR which is shown on the extreme
right of the illustrations.
All of these Iniildings are heated by exliausl steam from the
engines.
Ry means of a siding connecting with the tracks of the New
Haven railroad, all coal and heavy freight may be brought directly
In the power station building.
In Larchmont the company also has a car barn measuring 50 x
150 ft.
All of the company's buildings are of recent construction. When
designed great care was taken to provide structures that would not
only be substantial and adequate for their present needs, but also
for reasonable increases in the future.
The oldest building now in existence is that shown in Fig. 3,
which is the first car barn built by the new company in 1899. This
engraving sliows the substantial construction which was adopted
from the first.
As in the history of most roads, there were many difficulties
which this company had to surmount in the laying out and the
work of constructing its lines, but those who were instrumental in
putting tlie project through feel well repaid for their labors as the
road today forms a connecting link between two very important
railway systems and traverses a country which has proved suf-
ficiently desirable to attract the most active attention of two 20
million dollar corporations, each of which has been organized for
the express purpose of building a four-track system from the Con-
necticut line to a suitable point at which connection can be made
with the surface traction and rapid transit systems in New York
City. No matter what may be the outcome of the development of
these two tremendous enterprises this road, which has already
passed through its development period and is now on a substantial
financial and operating basis, is bound to be benefited.
To put this road through was not an easy undertaking, as it was
necessary to bring the interests of those owning each of the three
companies, which the consolidation includes, into the new company
in such a manner that all should feel satisfied and interested in the
future interest of the enterprise.
The country through which the road runs being more or less
open in character the engineering difficulties encountered in con-
structing the line were not exceptional. In some places, however,
the matter of obtaining clear right of way made it necessary to em-
ploy measures which would not ordinarily have been followed.
Fig. 4 shows a double reverse curve which was introduced to con-
nect the line on one street with that on another, the former run-
ning at right angles to the latter, over an L-shaped piece of prop-
erty which had to be purchased by the company as it was impossible
to obtain the necessary privilege to extend the tracks until they
meet at their natural intersection.
Pacific Coast Water Powers for Operation of
Railroads.
"The use of Pacific Coast Water Powers in the Electrical Opera-
tion of Railroads" was the title of an interesting paper read before
the Pacific Coast Railway Club, on January 21st, in San Francisco.
The paper was presented by Mr. Robert McF. Doble, consulting
engineer of the Abner Doble Co., of San Francisco. Mr. Doble dis-
cussed the relative advantages and disadvantages of steam and elec-
trically hauled traffic. In speaking of the power required for the
electrification of several of the California roads particular reference
was made to the conditions on the Pacific Coast where available
water powers are distributed at frequent intervals all the way from
southern California to British Columbia. But a very few of these
magnificent power development opportunities are now utilized. In
speaking of electric traction in California particular reference was
made to the Los Angeles & Redondo Railway, Pacific Electric Rail-
way of Los Angeles, and the North Shore and the Key route sys-
tems of San Francisco. The North Shore railroad is of special
interest by reason of its being the first and only third rail line in
California and because of its being operated from the Alto sub-sta-
tion which is the terminus of one of the longest transmission lines
in the country. The Alto station is 180 miles from the hydro-
electric plant at Colgate, and 250 miles from the new De Sabla
power house. Mr. Doble concluded his paper by eimni^
distinguishing characteristics of some of the leading hy
power stations and systems of California, special reference '
made to the new De Sabla power house, of the California G:
Electric Corporation, where is now operating an 8,000-h. p. tangen-
tial water wheel, the largest single water wheel ever constructed.
This station regularly supplies power to San Francisco and other
points over 300 miles distant.
■♦♦♦
Annual Report of the Ottawa liilectrii: Kail-
way Co.
The annual report of the Ottawa Electric Railway Co., of Ottawa.
Canada, for the fiscal year ended Dec, 31, 1904, and submitted at
the nth annual meeting, held Jan. 30, 1905, has been published in
pamphlet form. The gross receipts for the year were $384,939.64;
net earnings, $139,097.70. During the past year $54,926.54 was ex-
pended for betterments, which included the work of replacing old
40-lb. and S2-lb. rails with new 80-lb. rails and the double-tracking
of Elgin and Archibald Sts. from Sparks St. to the Swing Bridge,
and Dalhousie and St. Patrick Sts. from Rideau to King St. A
1,300-h. p. motor generator set was installed in a new power house
built by the company. Last winter the company experienced the
worst snow storms since the opening of its line and the cost of snow
clearing amounted to $20,186 for the year. Forty-two acres were
added to the company's park at Brittannia-on-the-Bay and the audi-
torium moved from Victoria Park to Brittannia-on-the-Bay. Twelve
new open cars have been ordered and will be ready and fully
equipped for the opening of the summer season's business which has
been largely increased during the past season. The report also in-
cludes a statistical statement for the years 1892 to 1904 and a com-
parison of the year 1894 with 1904 will be interesting.
1894. 1904.
Gross receipts $129,484.02 $384.93964
Total expenses 83,324.64 275,840.98
Net profit 46,159-38 109,098.66
Passengers carried 2,797,281 8,717,205
The officers of the company are : President, T. Ahearn ; vice-
president, Peter Whelen ; secretary-treasurer, James D. Fraser; audi-
tor, R. Quain. The board of directors included the president and
vice-president and Warren Y. Soper, George P. Brophy, Hon.
George A. Cox and Thomas Workman.
« • »
Pratt & Lambert Convention.
The managers, superintendents and salesmen of Pratt & Lambert
have lately held an interesting convention of four days length at
their Buflfalo plant, about thirty-five representatives being present.
The firm of Pratt & Lambert began making varnish in a very-
modest way as early as 1S46, and has grown steadily and healthily
until now the capitalization of their combined manufacturing plants
is in the neighborhood of $6,000,000. This firm, whose business is
the manufacture of oils, varnishes and paints, is now operating three
complete factories in this country, located in Chicago, Buflfalo and
Long Island City, N. Y. Pratt & Lambert have branch sales houses
at St. Louis, San Francisco and New York City. With these com-
bined plants they are the largest makers of varnish in the world.
The main office of the company is at the Buffalo factory. Asso-
ciated with Pratt & Lambert is the firm of Robert Ingham Qark &
Co., Ltd., which operates varnish factories in London, Hamburg and
Paris, where are manufactured the well-known high-grade "Britan-
nia" railway varnishes.
' « « »
Purdue University, Lafayette, Ind., has been presented by the
American Locomotive Co. with a pair of full-size model locomotive
cylinders, sectioned to show the piston valve construction. This
model formed part of the company's exhibit at the World's Fair.
St. Louis.
A very attractive calendar is that issued by the Ft. Wajiie, 'Van
Wert & Lima Traction Co., on which is mounted a photograph.
4 X 5!/2 in., showing the first electric car from 'Van Wert to Lima,
over the elevated crossing of Pennsylvania R. R., Dec 31, 19Q4.
98
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
THE
STREET RAILWAY
REVIEW
.W INTERNATIONAL .JOliRNAL OF 5TREET AND ELECTRIC RAILWAYS
PUBLISHED MONTHLY BY THE
KENFIELD PUBLISHING CO.,
4.S-47 Plymouth Place, Chicago, ill.
Cable Address: ' 'Winfleld. ' ■ l-one Distance Telephone, Harrison 754.
BRANCH .OFFICES:
New York-39 Cortlandt Street. Cleveland— 303 Electric Building.
London— Byron House, 82 Fleet St.
SUBSCRIPTION AGENCIES:
Austria, Vienna— Lehmann & ^Ventzel, Karntnerstrasse.
France, Paris— Boy veau & Chevillet, Librairie Etrangere, Rue de la Banque.
Italy, Milan— Ulrico Hoepli, Librairia Delia Real Casa.
New South Wales, Sydney— Turner & Henderson, 16 and 18 Hunter Street.
Queensland [South), Brisbane— Gordon & Cotch.
Victoria, Melbourne— Gordon & Cotch. Limited, Queen Street.
Address all Communications ai:d Remillaticts to Kenfield Publishing Co., Chicago, 111.
CORRESPONDENCE,
We cordially invite correspondence on all subjects of interest to those
engaged in any branch of street railway work, and will gratefully appreciate
any marked copies of papers or news items our street railway friends may send
us, pertafning either to companies or officers.
DOES THE MANAGER WANT ANYTHING?
If Tou contemplate the purchase of anv supplies or material, we can save
you much time and trouble. Drop a line to The Review, stating what you are
in the market for, and you will promptly receive bids and estimates from all the
best dealers in that line. We make no charge for publishing such notices in our
Bulletin of Advance News, which is sent to all manufacturers.
This paper is a member of the Chicago Trade Press Association.
Entered at the Post Office at Chicago as Second Class Matter.
Vol. XV
FEBRUARY 15, 1905
No. 2
CONTENTS OF THIS NUMBER.
The Iowa & Illinois Railway Co. Illustrated 7i
New England Street Railway Club So
Development of Automatic Couplers for Electric Cars. By
W. T. Van Dorn 8l
Northwestern Electrical Association 82
Chattanooga Electric Ry 83
Electric Omnibus Line in Italy 83
Paris Metropolitan Railway Co. Illustrated. By M. Vingoe... 84
The Cleveland, Woostcr, Mt. Vernon & Columbus Railway Co.. 86
Indianapolis & Cincinnati Traction Co. Illustrated 87
Meeting of E.xecutive Committee, American Street Railway
Association 9'
Handling Express by Electric Suburban Railways. By E. A.
Evans 92
Union Terminal Railroad Co 94
New York & Stamford Railway Co. Illustrated. By Putnam
A. Bates 95
Annual Report Ottawa Electric Railway Co 97
Editorial 98
Annual Meeting Chicago City Railway Co 102
February Meeting of the Indiana Electric Railway Association. . 103
Interurban Passenger Traffic. By L. J. Shlesinger 103
The Newman Properties Association 105
Piping and Power Station Systems — IV. By William L.
Morris 106
Wear of Steel Tired Wheels — How to Eliminate Excessive
Flange Wear. By W. G. Price 109
Annual Meeting of the Ohio Interurban Railway Association. ... no
Choice of Prime Movers. By E. P. Roberts no
Recent Street Railway Decisions 115
Sale of Stephenson Car Plant 127
INCREASING RATES OF FAR-E.
A great many electric interurban railways made the mistake of
fixing the fares at too low a figure, and while probably most of them
who have made this mistake realize that they are suffering from it,
but few have had the courage to increase the rate to a figure more
in keeping with the expense of operating and the value of the service
given the patrons. The Indiana Union Traction Co. about a year
ago increased its rate from i cent per mile to the one at present
in force, which is iji cents per mile. The result of operation shows
no considerable loss in traffic, and, as there has been an increase in
gross receipts, the change is considered to have been in every way a
satisfactory one. The Southwest Missouri Electric Railway Co. has
had a most varied experience with regard to rates. On this line
the original rates were fixed on the basis of from i to i"/2 cents
per mile and were in force for about five years up until June, 1898,
when to meet competition a rate of 10 cents between Carthage and
Galena, a distance of 28 miles, including a free hack ride at each
end of the line, was made and continued for about seven months.
In January, 1899, a readjustment of fares was made upon a basis of
J^ cent to I cent per mile. Feb. l, 1905, the company returned to
the original tariff. It is of course too early to say whether this
company will find it difficult to educate its patrons to pay the higher
rates, but as the company's position in the matter is that it cannot
be expected to furnish transportation at a loss, a perfectly just one,
it will only be a question of time until the situation is accepted by
all interested.
TELL THE PUBLIC WHAT YOU HAVE.
One of the weak points 111 the operation of electric railways has
been the indifference displayed in regard to informing patrons as to
possible connections at junctions with other lines. Some companies
have published time tables for distribution on the cars, but a number
of even the largest systems of these have contented themselves with
occasionally announcing that cars run at intervals of an hour or two
hours, as the case may be. Quite recently several roads have under-
taken to disseminate more widely information as to what they have
to offer to the public. One of the latest publicity enterprises of this
nature has been undertaken by the Illinois Traction System. The
company publishes a 32-page pamphlet, known as the "Interurban
Monthly," with complete time tables, information concerning the
connections made at various points with steam railroads, and at the
same time gives considerable reading matter that should be of in-
terest to the average patron. It is considered that this publication
will prove itself of some value as an advertising medium and secure
L-nough business of this nature to make it self-supporting.
There are comparatively few companies that are large enough to
undertake the regular publication of other than a mere folder on
their own account, and for these a middle course is furnished by
joint time tables, such as those which it is proposed to publish for
the Indiana lines. The scheme proposed by Mr. Richey, which is
referred to in the report of the Indiana meeting for February, is one
that offers considerable advantages, as the railway companies secure
the desired publicity for their time tables, and at the same time the
trouble and expense of managing the publication are undertaken by
an outside party who makes that his business.
REORGANIZATION OF THE ASSOCIATION.
The opinions expressed at the recent meeting of the executive
committee of the American Street Railway Association indicate that
all concerned are agreed as to the need for a reorganization of the
association. Such differences as exist are as to the extent to which
the other national electric railway associations should be reorganized
HI order to best serve the interests of the companies they represent.
Existing conditions were admirably stated by President Ely in his
summary of the action taken by the associations at the St. Louis
conventions, by Mr. Richard McCulloch in connection with the
proposed plan of reorganization submitted by him, and in a very
epigrammatic manner by Mr. Vreeland when he said that the electric
railway men had been keen and progressive in meeting changed con-
ditions affecting their business in every respect except one — they
had departed from horse-car methods in everything except the con-
duct of their national association.
Twenty years ago the American Street Railway Association was
in effect a club of horse railway owners, which held annual meet-
Kiii). IS. 'QOS]
STREET RAILWAY REVIEW.
99
ings; today it is l)ut little more than a club of electric railway presi-
dents and managers. At the annual conventions the social features
have year by year encroached upon the others until the meetings
became mere junkets for delegates of the members— very enjoyable
affairs doubtless, but hardly, from a business point of view, justify-
ing the dues and expense accounts.
■jhe conditions are not the same with the other and younger
associations, each of which was organized to fill a recognized want,
and each of which (even the Claim Agents' association organized
only last year) has a very flattering record of good work accom-
plished.
I'lie present status of the several associations is about as follows:
\. .S, R. A, — ample income, unsatisfactory work; Accountants' —
income and record both satisfactory; Mcclianical and Electrical —
record good, income insuflicient ; Claim Agents' — income not as-
sured, and as yet but little opportunity to make a record.
It is essential that each of these associations have adequate finan-
cial support from the railway companies, and as it is the presidents and
managers of the companies — that is the delegates to the A. S. R. A. —
who hold the purse strings, the A. S. R. A. may be subjected to the
temptation to reorganize too radically for the best interests of all
concerned. Perhaps it is not putting the matter too strongly to say
that the A. S. R. A. owes it to its members to demonstrate that it
is capable of conducting its affairs in an acceptable manner before it
insists upon a merger of the other associations with itself.
The chief executives of the railways — the men who ought to be
and doubtless always 'will lie, the delegates to the conventions of
the A. S. R. A. — are not the proper ones to represent their com-
panies in the other associations for two reasons : First, they do not
have the intimate knowledge of the details affecting the departments
that is necessary to useful active membership in the departmental
associations; second, by their presence they restrain their subordi-
nates who do have the desired knowledge, as no wise master
mechanic or auditor will undertake to expose the ignorance of his
general manager, or debate matters of opinion with him in public.
Any plan in which these facts are not given due weight is fore-
doomed to failure.
Mr. McCulloch's proposed plan is evidently the result of careful
consideration on his part and appeals to all who read it as a most
admirable basis from which to start.
To us the problems to be met in readjusting the relations between
the various associations appear to fall under the following heads :
Financial, Structural and Administrative.
The financial burdens must be borne nearly altogether by the com-
panies, and should be apportioned to the variable resources of the
members — as on a mileage, car, car-mileage or gross-earning basis.
Revenue thus raised should be appropriated among the various
associations in accordance with their needs. The Canadian Street
Railway Association authorizes assessments on the basis of gross
earnings; the Master Car Builders' Association assesses the railroads
according to the number of cars owned, not exceeding $8 per 1,000
cars per annum.
In the scheme of the association or associations provision should
be made for representative membership and for individual member-
ship, so that a man need not be forced out of an association because
he changes his occupation and works for a car builder instead of a
railway. Each departmental association should have great inde-
pendence and freedom of action in order to give to active members
the spur of ambition for advancement, and to increase the influence
of each departmental association. It is doubtful whether the Ac-
countants' association would have established the existing relations
between it and the Railroad Commissioners had it been only a sec-
tion or committee of the A. S. R. A.
Among the best known of the steam railway associations there is
no relation of dependence ; thus the American Railway Association
exercises no authority over the Master Car Builders' Association,
though many of the investigations and recommendations of the latter
have been made at the request of the former.
In the administration of each of the several associations the secre-
tary will be the important official and the working head, and this is
practically equivalent to saying that each association must have its
own secretary as it cannot reasonably be expected to find one man
who combines in himself an engineer for the engineering branches,
an accountant for the Accountants', a lawyer for the Claim Agents',
etc., and the executive ability needed to pilot the aggregation. Such
sub-division of secretarial duties is not inconsistent with the greatest
degree of harmony essential to satisfactory work; if in the opinion
of the A. .S. R. A. any given question should be considered by oni-
of the departmental associations that question will already have
come up between the managers and the department heads in so
many companies that the departmental association will be quite
as desirous as the other of discussing it.
As a keynote for the sub-committee now having the question of
reorganization in hand, we would suggest the climax of Webster,
"Liberty and Union" — or the motto of Illinois, "State Sovereignty
— National Union."
GEORGE R. METCALFE.
With this issue Mr. George R. Metcalfe resigns as electrical editor
of the "Street Railway Review," to become editor of the Technical
World and the text book department of the American School of
Correspondence at the Armour Institute of Technology.
Mr. Metcalfe is a native of Brooklyn, N. Y., and was educated at
the Polytechnic Institute of Brooklyn, and the Stevens Institute of
Technology, from which he was graduated in 1886 with the degree
of mechanical engineer. After leaving college he had a wide exper-
ience in the practice of his profession, which proved particularly
valuable when he took up editorial work, towards which he always
had a strong inclination. Immediately on leaving college he was en-
gaged with the National Meter Co., of Brooklyn, in the shops and
drafting room ; after this he was employed successively with the
Edison United Manufacturing Co., installing isolated electric lighting
plants ; with the Daft Electric Co., in the engineering department,
where considerable time was spent in experimenting with the first
electric locomotive built for the Ninth Ave. elevated line in New
York; and with the Sprague Electric Railway & Motor Co., for
which he had charge of construction work on a number of electric
railways in different parts of the country. He was with the Edison
company for some time after the Sprague company was absorbed by
it, and afterwards was i;i the engineering office o'f Mr. C. O. Mail-
loux.
Mr. Metcalfe's first connection with journalism was as associate
editor of "Electricity"; he very soon was appointed editor of that
publication, which he conducted for four years, resigning to engage
in technical writing for the International Encyclopedia. Mr. Met-
calfe came to Chicago in 1899 as electrical editor of the "Street Rail-
way Review." In leaving to take up his new work Mr. Mecalfe car-
ries with him the best wishes of the "Review," and all who have
been associated with him on its staff.
THE LATEST EXPERIMENT IN LOW FARES.
For several years the street railway interests of Cleveland have
had to contend with a persistent agitation on the part of the public,
the city council and especially the mayor of Cleveland, in favor of
a reduction in car fares. Unsuccessful attempts were made to organ-
ize rival companies which should compete with the Cleveland Elec-
tric Ry., charging only 3 cents. Some of the proposed plans were
pronounced illegal by the courts, and no real progress has been
made towards the settlement of the controversy that could be con-
sidered advantageous for any of those concerned. The Cleveland
Electric Ry. has at all times been willing to make all concessions to
the public that it could in justice to its stockholders, but until very
recently the attitude of the public authorities was so unreasonable
that no substantial progress could be made. On December 29th
last, the mayor suggested that a practical test be made to determine
whether a 3-cent fare would yield reasonable returns to the street
railway company and serve the people of Cleveland in a satisfactorj
manner. The mayor suggested specifically a trial of 3-cent fare lines
with cars running from the public square through the most densely
populated portion of the city. The directors of the Cleveland EHec-
tric Railway Co. met on the following day and agreed to make a
test of such 3-cent lines, provided the city council would authorize
and request it.
In a letter accepting the suggestion of the mayor, the company
stated the results of its experiment in 1903, which showed the fal-
lacy of the increased traffic argument usually advanced to justify
lower fares. The company had for eight months, beginning July
4) I903i sold tickets at the rate of six for 25 cents and gave a prac-
tically universal transfer. The result of this experiment showed a
100
STREET RAILWAY REVIEW.
[Vol. XV, No
loss of about $220,000 in gross earnings, the reduction in fares
amounting to about nine per cent, taking into consideration the in-
creased number of tickets sold at the reduced rate, and the stimula-
tion of fare-paying traffic was but slightly over one per cent.
The lines of the Cleveland Electric Railway Co. serve a territory
extending about 6I/2 miles east from the public square, 7 miles west
and 4 miles south. For the 3-cent lines the territory was limited to
the area bounded by a north and south line two miles east of the
public square and by an east and west line two miles south of the
square. The western limit was three miles from the square. Within
this area there were 17 three-cent lines, 10 served the territory south
of the lake and north of the river and within the two-mile limit to
the east, a triangle through which the several lines spread out like
the sticks of a fan, with the junction at the public square. Each of
these ten lines was from two to three miles in length. In the south-
ern and southwestern parts of the city there were seven three-cent
lines, six being about two miles in length and one about three miles.
The aim of the company was to ascertain what the effect would
be upon the gross earnings of the reduction in fare to three cents
per ride for the distance of two miles from the business center of
the city, without regard to operating expenses, and to this end the
company furnished the very best service it could.
The 3-ccnt experiment was started January 23d and met with sur-
prisingly little encouragement on the part of the public. On only
two lines was the travel on the low-fare cars anywhere near the
average on the regular-fare cars. Throughout the day the low-fare
cars were astonishingly free from passengers, and, even during the
rush hours of the morning and afternoon, the highest average on
any of the 3-cent lines, excepting the two first mentioned, was less
than 30 passengers per car per trip.
This experiment was discontinued and February 6th the company
made a rate of 4 cents for a continuous ride without transfer, the
rate for passengers desiring transfers being the regular 5-cent fare.
The 4-cent experiment was discontinued February 12th.
These experiments of the Cleveland Electric Railway Co. have
been made in absolute good faith and without regard to the financial
cost to the company during their continuance. The schedules were
arranged between the officers of the company and the mayor of
Cleveland, and were presumably satisfactory to the latter. The re-
sults, we believe, may be taken to demonstrate two points ; the first,
that a 3-cent or 4-cent fare is not sufficient to pay the company, and,
second, that the zone system is not adapted to the wants of Amer-
ican cities.
DEVELOPMENT IN ELECTRIC TRACTION.
Some very interesting statements and descriptions of the recent
advances in electric traction were given by Mr. W. B. Potter, in
a paper read by him at the January meeting of the New York Rail-
road Club. He first reviewed the subject of the electrical equip-
ment of existing railways and stated that the reasons for not so-
equipping many steam operated lines are becoming less and less im-
portant each year by reason of the progress of invention, and also
by the changes which are now taking place in traffic conditions, and
he further stated that, taking into consideration the many different
electrical schemes now developed, and being developed, there are
probably few steam railroads but what will find the electrical equip-
ment of part and in some cases of the whole of their lines a profit-
able undertaking.
The justification of such equipment is determined by financial con-
siderations, rather than technical difficulties, and the several points
to be considered are the amount of capital invested in steam rail-
road rolling stock, the expense of electrical equipment, the fact that
it involves a greater capital outlay than operation with, steam loco-
motives, and that it is cheaper to operate and maintain the electric
road and therefore it will earn a greater percentage of interest on
the invested capital.
The ultimate profits to be derived from any new traction scheme
arc more or less an unknown quantity and depend greatly upon the
resulting effect on traffic. The past has shown that the amount of
thi.s traffic has increased in proportion to the facilities given the
public. That electric roads have the faculty for building up new
traffic has also been shown and proven. For these reasons, when
considering the transformation of a steam sytem as a whole, a
margin on account of the extra traffic which the increased facilities
are practically sure to induce may be safely added. Electric service
handles either long or short trains with the interval as needed, while
with steam locomotives it is a common practice to handle only long
trains at less frequent intervals. Mr. Potter emphasized these latter
facts on account of their showing in a forcible manner that in many
instances where the present traffic is of a concentrated nature and
therefore seemingly best handled in long trains this same traffic
would naturally change from the concentrated to the distributed
form were an electric system installed.
Mr. Potter discussed the advantages and disadvantages of single-
phase traction and the relative costs for alternating current and
direct current distribution systems. He pointed out that the apparent
resistance for 2S-cycle alternating current, as compared with direct
current, is about 50 per cent in the trolley wire and between six and
seven times greater in the rail return, the latter increase in apparent
resistance being due to the fact that the rails are of steel. When
these are combined the apparent resistance for the trolley wire and
track taken together, will be, roughly, from one-half to twice that
for direct current. Hence, an alternating current at 1,000 volts is
about equivalent to 600 volts direct current. So far as affecting the
amount of trolley copper, this necessitates, if advantage is to be
realized over the direct current system, the use of 3,000 volts, or
perhaps S,ooo volts for heavier service. Regarding the design of the
motors for alternating and direct current systems, Mr. Potter said
that, on account of the alternating current motor having a somewhat
higher armature speed with a slightly less air gap, its maintenance
cost will in all probability be greater than that of an equivalent
direct current motor, but there is no question as to the successful
operation of alternating current apparatus and the advisability of its
use when such an installation will prove financially advantageous.
The relative energy consumption of steam and electrically handled
traffic was next considered, together with the costs of power, wages
and maintenance. These figures were analyzed and used to illustrate
the fact that careful calculations should be made on each individual
road considering a change in motive power, because the results
would vary with every new set of conditions. The point at issue is
whether the traffic is, or is likely to be, of such a character that the
saving in operation or increased receipts will show a proper rate
upon required capital. In further emphasis of the fact that every
case demands an intimate study of itself, the relative costs for haul-
ing freight with the_ electric and with steam locomotives were an-
alyzed.
The development of electric locomotives for freight and passenger
use and the principles of their construction were discussed. The
general design of the locom.otives recently designed and built by the
General Electric Co. and the American Locomotive Co. for the New
York Central railroad, together with its details of construction was
explained.
The best form of working conductor depends greatly upon local
conditions. If the overhead trolley be used, the catenary method of
suspension is recommended by Mr. Potter. This method has many
characteristics which recommend it highly for single-phase traction
where high voltages are used. Among its advantages are the added
conductivity of the messenger or catenary cable, the frequency with
which the trolley wire may be supported with little added expense,
the doing away with many poles, and that a larger trolley wire
giving a greater contact area may be used.
The initial expense of electric equipment due to the cost of power
station and distribution circuits has deterred many steam railroads
from equipping their branch lines in sparsely populated districts.
Such districts could be well served in an economical manner by
means of a self-propelled car, independent of any feeder system.
In closing his interesting paper Mr. Potter described a car of this
type, with which the General Electric Co. is now experimenting.
This car consists of the usual form of car body and trucks, and has
two motors controlled in the usual manner. Current for these
motors is obtained from a 600-volt generator driven by a gasoline
engine, this unit being mounted over the motor truck. The car
complete will weigh approximately 55 tons. The engine will have
a full load output of 200 brake h. p. and will run at 600 r. p. m. The
control for the motors will be provided with a series-parallel switch,
but no starting resistance, in the usual sense, will be required, as
the speed of the motors will be regulated by controlling the field
voltage of the generator, the field excitation current being obtained
from an exciter mounted on the frame of the main generator, and
Fed. 15, "JOS ,
STREET RAILWAY REVIEW.
101
the ficlfl ciiiTcnl beiiiK handled thnmgh (lie field resistance points on
the controller. The water-cooling system for the cnRinc will be car-
ried throngh the ordinary heater pipes inside the car in the winter
and throngh radiators on top of the car in the siunmcr. Such an
equipment will provide for an acceleration sulTicicnt to maintain a
schednle speed of zo to 25 m. p. h. where stops are three to four
miles apart, and the car can easily be maintained at a rnnning speed
of 40 m. p. h. No data are available upon which to accurately base
the operating cost of such an equipment, but this cost will be some
where between 15 to 20 "cents per car mile, depending a great deal
upon the daily mileage made by the car crew, because their wages
amount to a considerable portion of the total expense. No mention
was made of the probable cost of maintenance and liability for inter-
niplinns in service with such a self-propelled unit.
Cleveland Low-Fare Experiment.
Feb. 15, 1905, the Cleveland Electric Ry. made public the results
of the two low-fare experiments in a letter to the city council,
making the following statements:
"The results of the tests which have been made lead to the con-
clusion that fare as low as 3 cents is only financially possible within
a zone considerably inside of the city limits. We realize that the
so-called 3-cent-zone test was not satisfactory to the public nor to
the company, and was not a conclusive test of 3-cent fare. The
results obtained were sufficient, however, to indicate that if 3-cent
fare were made applicable to the entire city, the reduction in the
earnings of the company would be so large as to be disastrous."
"The average gross earnings of the company for the 17 week days
preceding the 3-cent-zone test were $13,311 per day.
"The average gross earnings of the company for the 12 days of
the 3-ccnt zone test were $12,547 per day.
"It will be remembered that the reduced rate of fare was in
effect for only 13 hours of each day, during which time the loss
over the earnings of the 17 week days preceding was 5.74 per cent,
or $764.47 per day. This decrease was shown when the 3-cent fares
collected were 18^ per cent only of the fares collected on the entire
system. If the low rate of fare had been in effect for the whole
24 hours of each day, the percentage of loss would have been greater.
"The only lines of cars which were operated wholly on a 3-cent
basis, with transfer upon a s-cent cash fare, or an ii-for fifty ticket,
were the VVillson Ave. and the Fairfield line on the south side, both
of which lines show an abnormally large percentage of transfers
under ordinary conditions, the percentages being, on the Willson
Ave. line 81, and on the Fairfield line 42.
"The percentage of transfers issued on all the lines operated by the
company is normally 30, and was during the 4-cent test, when the
fare for a ride with a transfer was greater than for a single ride, 23.
"The results obtained on the Willson Ave. line show a loss in
revenue of 13.4 per cent. If the same rate of fare had been in effect
during the entire day, instead of during 13 hours only, the loss
would have been 15.5 per cent.
"The results on the Fairfield line show a loss in earnings of 16.26
per cent, indicating a loss, if the same rates of fare were in effect
during the entire day, instead of 13 hours, of 20.78 per cent.
".\s stated, these two lines issue and collect an abnormal number
of transfers, thus making the average fare collected considerably
higher than it would be on the lines of the company as a whole
under the rates of fare charged during the test, i. e., 3 cents for a
single ride and 5 cents for an ii-for-50 ticket for a ride with a
transfer.
"If the results obtained on the Willson Ave. line were applied to
the whole system of lines operated by the company for 24 hours
daily, and if operated upon the same rates of fare of 3 cents for a
single ride and 5 cents or an il-for-50 ticket for a ride with a
transfer, and assuming that 80 per cent of the passengers pay 3-cent
fare and 20 per cent pay 4.7 cents for fare and transfer, the per-
centage of decrease would be 29.05, or a loss of $3,600 per day in
gross earnings as compared with the earnings under the present
legal rates of fare. This result would be altered if lower fares
stimulated traffic. The actual stimulation, however, during the
3-cent zone test was only i per cent, and during the 4-cent test 1.38
per cent.
"The 4-cent test was begun on Monday. February 6th, and was
discontinued on the following Monday at midnight.
"The gross earnings of the company for ao days in January, at
the regular rates of fare, were $12,644 P" d^X-
"The gross earnings of the company for the eight days of the
4-ccnt test were $11,295 per ''ay-
"The decrease in earnings during the 4-ccnt test as compared with
the earnings of the 20 days in January given above, was 1087 per
cent, or $1,37574 P'-"" <l''y; or, at 365 days per year, $502,145.10.
"The tests conducted have cost the company in the ncighborhrjod
of $25,000 in decreased receipts and increased operating expenses,
but it believes that the information gained justifies the cost, and it
will be glad if desired, to make further experiments in lower fares
which, in the light of the experience already obtained, will produce
a reasonable revenue, and will file with the council the information
gained."
Mechanical and Electrical Association.
The executive committee of the American Railway Mechanical
and Electrical Association met at the Holland House, New York
City, on February 3rd. President Baker announced at this meeting
that, as a result of preliminary correspondence, the following papers
had been assigned for the coming convention :
"Power Transmission," C. H. Hile, superintendent of wires, Bos-
ton Elevated Railway Co.
"Maintenance and Inspection of Electrical Equipment," William
Pestell, New York.
"Way Department Matters," F. G. Simmons, superintendent of
way, Milwaukee Electric Railway & Light Co., Milwaukee, Wis.
"Power Stations," Fred Bushnell, chief engineer. Rhode Island
Co., Providence, R. I.
Standing committees were appointed to consider a number of
subjects, a chairman for each committee being named to serve for
three years and with authority to name two other members for
each committee, one of whom will serve for two years and the
other for one year. The subjects assigned to the committees and
their respective chairmen are as follows:
Controlling Apparatus, J. S. Doyle, master mechanic, Interborough
Rapid Transit Co., New York City.
Brakes, D. F. Carver, chief engineer. Public Service Corporation
of New Jersey, Newark, N. J.
Wheels, John Millar, master mechanic, International Railway Co.,
Buffalo, N. Y.
Shops, W. D. Wright, superintendent of equipment, Rhode Island
Co., Providence, R. I.
Way Matters, F. G. Simmons, superintendent of way, Milwaukee
Electric Railway & Light Co., Milwaukee, Wis.
Mr. C. C. Lewis advised the association that he would be abroad
for the next two or three years, which would make it impossible
for him to serve as a member of the executive committee. The
chair was authorized to fill the vacancy caused by Mr. Lewis' with-
drawal.
The price for extra copies of the second annual report of the
association was fixed at $3.00. New members joining the associa-
tion will be charged $1.00 each for formal annual reports.
« » »
Guthrie Electric Railway Co.
Construction work on the line of the Guthrie Electric Railway
Co., which is the northern terminus of the Oklahoma Traction Co.,
an interurban line connecting Oklahoma City and Guthrie, is prog-
ressing rapidly. Nearly one-half of the 33 miles of the interurban
line is now in operation, and its success from both an operating and
financial standpoint is assured, the traffic being far in excess of that
anticipated. The line in Guthrie is expected to be completed by
May 1st. Two parks are served, one belonging to the city, and the
other an amusement park, both of which are expected to develop
considerable traffic during the summer season. Brick and con-
crete work with steel ties for construction within the city limits are
being used, the ties being furnished by the Pennsylvania Steel Co.
The cars will be furnished by the American Car Co. The Knox Engi-
neering Co., Chicago, is the general contractor for the company, and
Mr. Lincoln Nissley is in charge for the Knox company at Guthrie,
•-•-•
Trolley service over the new Williamsburg bridge was started
February loth. The 14th St. cars were the first to cross.
102
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
Chicago City Annual Meeting.
The annual meeting of the Chicago City Railway Co. was held
Fchniary i6th. and a new board of directors chosen in consequence
of the recent changes in ownership of stock.
The number of .shares voting at the meeting was 164,313 out of a
total of 180,000; of the number voting 124,600 represent the Morgan
syndicate interest acquired recently.
The new hoard comprise : A. J. Earling, Robert M. Fair, Edward
Morris, J. .\. Spoor, Mason B. Starring, P. A. Valentine and
Lawrence A. Young. The board has not yet organized, but it is
understood that the officers will be: First vice-president, T. E.
Mitten; second vice-president, Lawrence A. Young; general man-
ager, M. B. Starring; secretary and auditor, C. N. Duffy; treasurer,
T. C. Penington.
No successor to President D. G. Hamilton was elected, and it is
understood that Mr. Spoor as chairman of the board of directors
T. E. MITTEN.
will assume the (Unius of president, insofar as they are not devolved
upon Mr. Mitten.
The retirement of Mr. Hamilton after six years as president was
marked by a resolution of thanks from the stockholders who took
this means of formally recording their appreciation of his services.
The annual report for the year ending Dec. 31, 1904, showed the
following :
Income Account.
Earnings. Dec. 3^1, 1904. Dec. 31, 1903. Increase.
From passengers $6,&)9.5oo $6,381,245 $228,255
Other sources 59,478 S4,3I9 5.185
Total $6,668,979 $6,43SiS6S $233,414
Operating expenses 4,802,120 4,648,341 153,778
Net earnings $1,866,859 $1,787,224 $79,636
Depreciation 120,000 100,000 20,000
Earnings on stock $1,746,859 $1,687,224 $59,636
Dividends 1,620,000 1,620,000 Unchanged
Surplus $126,859 $67,224 $59,636
Capital stock $18,000,000 $18,000,000 Unchanged
The number of fare passengers carried in 1904 was 132,852,717, an
increase of 4,548,272 over 1903 ; the number of transfer passengers
was 77,732,749, an increase of 10,849,403.
The number of car-miles was: Cable, 13.701,643, a decrease of
163,830; electric, 20,319,293, an increase of 1,723,853; horse, 86,257,
an increase of 12.047; total, 34,107,103, an increase of 1,572,070.
The ratio of operating expenses to income was .7201 ; the increase
in business over 1903 was 7.88 per cent ; the earnings on stock were
9.7 per cent.
The plans contemplated by the company are indicated in the fol-
lowing resolution :
"That it is the sense of the stockholders of the Chicago City
Railway Co. that immediate steps should be taken, without regard to
future contingencies, to re-establish the company in the confidence
of the public, and that, in order to attain this end, the directors of
the company he and they are hereby instructed to begin at once a
systematic and thorough investigation of the property and the affairs
of the company, for the purpose of learning what steps must be
taken to enable the company to provide ample and satisfactory ac-
commodations for the public.
"And the directors are further advised to put into effect such
measures as will put the physical properties of the company into
proper condition, without regard to expense, in order to furnish first
class service. Promptness and thoroughness are the prime essen-
tials in the work of rehabilitation and improvement of the com-
pany's service, and, therefore, immediate action is desired and ex-
pected."
Mr. T. E. Mitten who wlio will be the first vice-president of the
company, has been general manager of the International Railway
Co., of Buffalo, since 1901. Before going to Buffalo he had been
superintendent of the Milwaukee Electric Railway & Light Co. for
six years. Mr. Mitten is a native of England, born in Sussex in
1865, and came to the United States in 1S80. His first railroad work
was as telegraph operator on the Chicago & Eastern Illinois; after
nine years in the operating and claim departments of steam rail-
roads, Mr. Mitten entered the electric railway field, being appointed
general superintendent of the Denver, Lakewood & Golden.
* I »
Machined Journal Boxes.
One of the points of superiority claimed by the Standard Steel
Car Co., of Pittsburg, Pa., for its electric railway trucks is that all
of them have machined pedestals and journal boxes, which are
considered essential in order to keep the axles parallel and at right
angle to the truck sides. The effect of faulty alignment of axles,
which is considered for the most part to be due to carelessness in
assembling the truck and ill-fitting the journal boxes, is referred
to at some length in the article by Mr. W. G. Price, which appears
on page 109 of this issue.
The Scioto Valley Traction Co. has leased a four-story building
in Columbus. O., for general offices.
The Detroit United Ry. is now receiving the first installments of
the 50 double-truck cars ordered from the St. Louis Car Co. and the
.\merican Car & Foundry Co. for the Woodward and Jefferson Ave.
lines.
The Boston Elevated Railway Co. transfer men are wearing a
new style hat which attracts much attention. These hats are of
pure white with a band of gold encircling them and are distinctly
Russian.
Concessions have been granted by the Mexican government for
the construction of a system of electric lines which have a proposed
length of 200 miles and will connect the, cities of Guadalajara and
Patzcuaro. This road will traverse one of the richest sections of
Mexico.
The Aurora, De Kalb & Rockford Railway Co., which is now
ballasting its roadbed, has purchased a gravel bed of such great
size and high-class ballasting material that the management is now
making arrangements to furnish this gravel to intersecting steam
roads and local users along the right of way.
The report is current that plans are under way for giving the
interurban railways of Ohio and Indiana the local mail business
of the territories which they cover. It is stated that in the near
future special mail cars will be placed on some of the more impor-
tant routes and the experiment given a thorough trial by the gov-
ernment.
The Curtis steam turbine and the engineers connected with its
design and development were awarded high honors by the Interna-
tional Jury of the Louisiana Purchase Exposition. The grand prizes
were awarded to Elihu Thomson, C. P. Steinmetz and F. J. Sprague.
Gold medals were awarded to C. C. Curtis, W. L. R. Emmett and
W. B. Potter.
February Meeting of the Indiana Eleetric Railway
Association.
The regular Fchriiary mectiiiB of tlic Indiana Electric Railway
Association was licid in Anderson, 'i'lnirsday, Pel), 9, 1905. By
courtesy of the Indiana Union Traction Co. a special car was pro-
vided to carry those who went by way of Indianapolis. This special
left the Traction & Torniinal station at Indianapolis at 9:15, with
22 nicmhers of the association on board, and reached .Anderson at
10:30.
When the Indianapolis delegation reached .Anderson, it was joined
by a nunibir of gentlemen from Ohio and the northern part of
Indiana, there lieing about 50 members present when the meeting
was called to order.
Mr. L. J. Shlesinger's paper on "Internrban Passenger Traffic"
was the first bnsiness brought before the meeting. This is as follows :
Interurban Passenger Traffic.
nV I.OIUS J. sni.KSINCER, SUPERINTENDENT MUNCIE, HARTI'ORR «c FT.
WAYNE RY.
Although it is comparatively but a few years since interurban rail-
roading first became a practical reality, the industry today is one of
the country's leading enterprises. Predictions as to the future, if
based merely upon the rate of development of the past, mark a most
glorious pathway ahead for the accomplishment of remarkable
achievements. The pioneer efforts w-hich have led to our present
systems were merely extensions of local street car lines, built to
encourage and provide for the suburban development of our larger
cities. The next step was a bolder one and embraced the connection
of cities and towns lying in close proximity. As the mechanical and
electrical obstacles were encountered and overcome by the engineers,
lines of greater length were projected and built. New methods of
transmission were introduced and experimental work was under-
taken along larger and broader lines, until today we have our
modern roads. There is still ample opportunity for the develop-
ment of constructive and operating features, but a few years will
undoubtedly witness the elimination or modification of the weak
points of our electric systems. It is a conservative prediction to
prophesy that in the near future our individual lines will lose their
identity and become merged into systems forming trunk lines of
inter-state importance.
The state of Indiana has been one of the foremost in the develop-
ment of the modern interurban road. In 1893 the first three miles
of interurban service in the state was inaugurated between Brazil
and Harmony. The ensuing year saw an additional 20 miles of in-
terurban in operation. Then came the financial depression following
the panic of 1893, and railroad development, as well as all other
forms of investment, suffered in consequence. In 1898 construction
work was again resumed, and since that time the development has
been rapid. Encouragement has been given investors by the atti-
tude of the legislative authorities of the state and considerable out-
side capital has been attracted. We have today within the limits of
the state 23 dif^'erent companies operating 818 miles of interurban
track, all of which has been constructed within the past seven years,
with the exception of the 23 miles previously mentioned. This is
tridy a wonderful growth. For the purpose of obtaining a fair
notion of the total results accomplished by Indiana within these past
few years, let us imagine that the 81S miles of interurban were
placed in one continuous line. We would have a railway track ex-
tending from the city of Indianapolis to the city of New York, If
a passenger were to undertake this journey, making direct connec-
tions upon leaving the lines of each company and taking advantage
of the limited service in vogue on a number of the roads, the trip
would occupy a period of 38"/$ hours. This represents an average
speed of 21.25 miles per hour, and varies from 8.5 to 27.5 miles per
hour on the various roads. Without the limited service mentioned,
the time required to make the journey would be 42!^ hours. Our
traveler, unless supplied with free transportation, would find that
$12.75 would be required to pay his fare for the entire distance, an
average of 1.56 cents per mile. Some portions oi his route would be
traveled for 1.05 cents per mile, while other distances would re'juirc
an expenditure of 2.23 cents per mile.
In preliminary work on interurban enterprises, one of the engi-
neer's chief sources of perplexity is to establish a basis upon which
to estimate gross receipts. Each proposition necessarily presents
local conditions which must be carefully studied before comparison
is made with apparently similar conditions in other localities. A
case is presented in another slate, where the receipts of a certain
road were not up to expectations, because of the fact that one of its
principal towns contains the car shops of a trimk line steam road,
and consequently the competing electric line was considered with
prejudice by a majority of the town's population. Whether prospect-
ive earnings are calculated upon the basis of car mileage, track
mileage, population, or any other method, it is only by a study of
results actually obtained that we may arrive at any sort of rule to
apply, in an effort to eliminate as much as possible the element of
"guess."
The Muncie, Hartford & Fort Wayne Railway Co. represents a
type peculiarly and distinctively interurban. The company has its
own track extending from court house to court house of the ter-
minal cities. Outside of towns the road is located entirely on private
right of way, three-fourths of the entire mileage lying adjacent to
the right of way of the Lake Erie & Western R. R. No city cars
are operated, nor arc the tracks of any other company used. In the
terminal city of Muncie but four minutes' time is required for the
run from the courthouse to the corporation limits, so that practically
no city service is given. The towns, mileage, rates of fare and
population served are shown by the following table :
Additional rural population
of township
Local Popula- one mile
City or Town. Miles. Fare. tion. from track.
Muncie o. $.0 32,000 1,000
Royerton 52 .10 300 (
Shideler 2.9 .05 300 I
Eaton 2.5 .05 2,000 400
Hartford City 7-9 15 8,000 600
Montpelier 9-3 15 6,000 800
Keystone 30 05 400 800
Poneto 4-5 'o 5«> 200
Bluffton 6.5 . .10 7,000 800
Total 41-8 $0.75 56,500 5,000
The total population served, 61,500, is approximately one-third the
number of people in the city of Indianapolis. The population per
mile of track averages 1,470; excluding the principal terminal,
Muncie, the average per mile is 705. The average rate of fare
charged approximates 1.8 cents per mile. No local or round trip
tickets are issued, but 5-cent coupon and commutation books are
sold at from 20 to 25 per cent reduction. Reduced rate tickets to
the company's park at Eaton are on sale during the summer months.
The company has not yet developed the freight business, although
packages are handled on all cars; consequently all the succeeding
figures given refer to passenger business purely. The use of the
Ohraer fare register enables complete traffic statistics to be main-
tained at a minimum of clerical expense.
The following table shows the number of passengers carried
during the year 1904, classified according to fare denominations :
5 cent fares 276,202
10 •' '■ 128,559
15 ■■ " i99.;oi
20 •• 95,091
25 " " 46,615
30
35
40
12,720
80,341
14^53
104
STREET RAILWAY REVIEW.
rVoi.. XV, No. 2.
45 cent fares.
50 "
55 "
6o "
65 "
-o "
75 "
Tickets
Passes
664
33.634
4,592
230
1,013
106
9,740
117,995
7,908
Total 1.029,564
It will be noted from this table that over one-fourth the total
number of passengers represent 5-cent cash fares. The 15-ccnt
fares are the most profitable, followed closely by the 35-cent fares,
while the least remunerative are the 70-cent fares. The average
cash fare per passenger is 17 cents, while the average value of
tickets used is 15.5 cents. At the rates of fare charged this indicates
that the average passenger rides a distance of nearly 10 miles. The
average number of passengers carried per day is 2,813, indicating
that 4.6 per cent of the total population make a one-way trip each
day, or every available person in the territory served rides 17 times
per year. Introducing the element of car-mileage it is found that
there are 1.8 passengers registered for every car-mile of service.
The receipts per car-mile figure 32.05 cents, of which 27.32 cents
represents cash fares, 3.23 cents represents ticket sales, .69 cent
represents packages, .24 cent represents newspapers carried, .16
cent represents chartered cars, and the balance comprises miscella-
neous minor items. On the basis of receipts per mile of track per
annum the figures for 1904 show this item to be $4,335.
The table showing the number of passengers representing each
denomination of fare indicates general facts in reference to pas-
senger traftic. The following method was adopted for determining
more specifically what might be termed the "location" of business :
During the last week of January, all conductors were supplied with
blank forms, on which they were required to keep a record of the
number of passengers boarding and leaving trains at and between
towns. At first thought this would seem to be a gigantic task with
which to burden a trainman, in addition to his other duties, but it
must be remembered that no transfers are in use and that the type
of register employed requires duplex tickets to be issued for an
average of less than two fares for every one thousand collected.
Consequently the results obtained may be considered as fairly accu-
rate, inasmuch as a considerable personal error would have no
appreciable bearing on the total amounts. A tabulation of the sta-
tistics thus collected shows the following results, which are the total
figures for seven consecutive days :
Muncie 2,826 2,812 5,638 16. i .7
Intermediate distance 354 364 718 2.1 4.5 23
Royerton 392 410 S02 2.3 .0
Intermediate distance 204 225 429 1.2 2.9 21
Shideler 483 438 921 2.6 .0
Intermediate distance 146 168 314 .9 1.9 24
Eaton 1,399 1,313 2,712 7.8 .9
Intermediate distance 634 682 1,316 3.8 6.6 28
Hartford 3,90S 3,857 7,762 22.2 2.0
Intermediate distance 681 752 1,433 4i 7.7 27
Montpelier 2,274 2,285 4,559 13.0 .8
Intermediate distance 156 187 343 i.o 2.6 19
Keystone 818 806 1,624 4.6 .3
Intermediate distance 306 358 664 1.9 4.1 23
Poneto 731 713 1,444 41 5
Intermediate distance 383 428 811 2.3 5.5 21
Bluffton 1,800 1,694 3,494 10.0 .8
Total 17,492 17,492 34,984 loo.o 41.8
By combining the number of passengers on and off, each town
or rural district receives credit for every in-coming and out-going
passenger; comparative results are thuS obtainable, using as a base
the figure representing the total number of passengers on and off.
The column of percentages given in the table indicates the relative
amount of traffic furnished by each town and by the rural districts
lying between adjacent towns. The proportion of business furnished
by the towns is shown to be 82.7 per cent of the total, in comparison
with 17.3 per cent supplied by the rural districts, a ratio of nearly
five to one. Incidentally it might be mentioned that similar statis-
tics were gathered for one week during the month of August, 1903,
at which time only that portion of the road between Muncie and
Montpelier was in operation ; the results showed 88.3 per cent for
the towns and 11.7 per cent for the rural districts, a ratio of over
seven to one. In the preceding table a column of figures is given
showing the mileage in towns and in the intervening country. By
using these figures the results in the last column of the table are
obtained, the purpose being to show the relative traffic value per
mile of track of all the rural territory traversed. The general results
of the table indicate that the greatest volume of town and rural
traffic is supplied by Hartford City and the adjacent territory; on
account of geographical and local condition.s, this result is a natural
one to expect.
Proceeding further in an effort to determine the relation between
gross receipts and population, the following earnings per capita per
annum are obtained, the method used being to credit each community
with its proportion of the total receipts to which it is entitled,
according to the percentage values given in the preceding table.
The results are as follows :
City or Town. Receipts per Capita per Annum.
Muncie $ 0.91
Royerton 13.89
Shideler 15.70
Eaton 7.07
Hartford City 5.03
Montpelier 3.93
Keystone 20.84
Poneto 14.86
Bluffton 2.59
Rural Population . 6.27
The average receipts per capita per annum show nearly $2.95.
Oinitting the population of the principal terminal city, which method
is sometimes used in calculating per capita earnings where the ter-
minal is a large city, though hardly applicable in the present in-
stance, the per capita value increases to $6.14.
The question of providing the requisite number of stopping sta-
tions for any road is one which should be carefully considered as
having more or less bearing upon passenger traffic. The tendency
has been to establish stations at rather too frequent intervals, with
the result possibly of stimulating rural traffic to the detriment of
through business, operating schedule, car maintenance, etc. Each
problem must be considered according to its own conditions, bearing
in mind the endeavor to provide the greatest good for the greatest
number. On the road under consideration in this article the estab-
lished rural stopping stations vary from J4 to l^ miles apart.
There are 47 stations provided in the rural districts and 23 within
the corporate limits of the towns; of these 70, 15 may be classed as
regular or compulsory (i. e. on account of occurring at railroad
crossings or at the principal stations in the towns), and the remain-
ing 55 may be considered as flag stations. While the passenger
statistics previously referred to were being collected by the conduct-
ors, a record of the number of train stops was taken by the motor-
men. The result for the week showed an average of 28 stops made
per single trip, 12 of these being within the corporate limits of the
towns and 16 in the rural districts. Of the 28 stops 15 were com-
pulsory, and the remaining 13 were at flag stations. That is to say.
with 55 flag stations along the line an average of 13 are used per
single trip.
In conclusion, it should be stated that the Muncie, Hartford &
Fort Wayne railway was first opened for traflic between Muncie
and Hartford City in February, 1903. The mileage between Hart-
ford City and Montpelier was added the following May. The divi-
sion between Montpelier and Bluffton was opened in December of
the same year with bi-hourly trains, continuing with this inadequate
Fru. 15, lOO.S 1
STREET RAILWAY REVIEW.
105
service until July, 1904, at wliicli time the full hourly schedule was
inaugurated. Consequently, although general traffic statistics should
prefcralily be based upon second year results, it will be noted that in
the present instance all figures applying to the year 1904 are hardly
in<licative of the fully developed results which may be expected for
ihc cnniing year.
In reply to an inquiry as to how the results stated in the paper
cnmpared with the estimates of the engineers made before the road
was built, Mr. Slilcsingcr stated that the results achieved exceeded
the estimates by from 10 to 15 per cent. Mr. Cravath stated that
ail analysis of the receipts of 32 Ohio interurban lines showed prac-
tically the same results per car-mile and per capita as those given
by Mr. Shlesingcr.
Mr. ."shlesingcr, replying to a question regarding competition, staled
that Ihe sleam railroad competition his company had to meet was
not serious and that when opening the road the local tariflf had been
fixed at two cents per mile. At that time the company had been
criticised for making the rate so high, but it had believed it would
be easier to lower the rate were it found too high than to raise it
were it fixed too low in the first place. The rate of two cents had
been found very satisfactory and had not been changed.
Mr. J. W. Chipman introduced the subject of interchangeable
mileage or coupon ticket books on which he believed action should
be taken by the Indiana association. He expressed the belief that a
book of coupon tickets which would be accepted in payment for
everything that any of the railway companies had to sell would
greatly increase the earnings.
Mr. J. H. Merrill, Lima, ex-secretary of the Ohio Interurban
Railway Association, who was present, gave a brief history of the
steps leading to tlic adoption of the interchangeable coupon ticket
used by the Ohio roads. A coupon ticket was considered the only
practicable form because of the different rates or fare obtaining on
the various Ohio lines. These rates vary from Ij4 cents per mile
to 2 cents per mile. The interchangeable book containing 240 five-
cent coupons, or transportation of the face value of $12, is sold for
$10, a reduction of one-sixth. On the Western Ohio the number of
coupon books sold in November was 13; in December, 22; and in
January, 35. The value of the Western Ohio coupons lifted on
foreign roads was $97 in December and $134 in January. The value
of foreign coupons lifted on the Western Ohio was $45 in December
and $87 in January, Mr, Merrill stated that he could not tell the
effect on receipts of the use of the coupon books, fie knew, how-
ever, that the interchangeable coupon books were not used by the
people who had used the company's mileage books. He believed that
the principal use of the interchangeable book was by traveling men
who used them to save the trouble of keeping track of small car fare
items, and that he believed this class of users would use electric
lines over which interchangeable books were good, in preference to
using the steam railroads. The Ohio coupon book is not good on
the Dayton, Springfield & Urbana road and he knew of several in-
stances in which, for this reason, traveling men had stated they used
steam railroad mileage in preference to going over the Dayton,
Springfield & Urbana.
Mr. Merrill stated that several companies realized that a mistake
had been made in limiting the interchangeable coupon book to the
use of the individual and that an effort is now being made to
remove this limitation and make the book available to all members
of the purchaser's family. Such a change would be a financial ad-
vantage to his road, as the discount on the coupon book is only 16 2-3
per cent, while on the family mileage books now sold the discount
is 25 per cent.
Mr. C. D. Emmons stated that the Ft. Wayne, Van Wert & Lima
Traction Co., one of his properties, was using the Ohio interchange-
able book under agreement, and suggested that a committee be
appointed to consider an interchangeable book for Indiana roads,
I'he subject of baggage having been introduced, Mr, Merrill
stated that there was great variation in practice as regards carrying
baggage ; the roads in the northern part of Ohio carried baggage
free, while' those in the southern part of the state made a charge.
Among the companies that charged for baggage, some accepted in-
terchangeable ticket coupons at their face value and some only at
the actual value, that is, some roads would take five coupons for a
2S-cent baggage charge and others would collect six in order to make
the net collection 25 cents.
Mr. H. A. Nicholl, of the Cleveland & Southwestern Traction Co.,
expressed his belief that baggage should be carried free up to 150 lb.
His company now carries baggage on about one third of its trains,
beside which baggage was carried in express ears. It is the inten-
tion to carry baggage on all cars. The present practice of the Cleve-
land & Southwestern is to carry 150 lb, of baggage free where the
ticket is more than 25 cents, and 15 cents per 100 lb. excess. To
different stations where the ticket rates are less than 25 cents, a
charge of 15 cents per 100 lb is made for baggage.
On motion, the chair was directed to appoint a committee of five
to consider the question of coupon ticket books and the transporta-
tion of baggage and report at the next meeting of the association.
There were appointed as this committee, with instructions to select
their own chairman, the following: E, C, Folson, Ft. Wayne &
Wabash Valley ; Charles A, Baldwin, Indiana Union Traction ; J,
McM, Smith, Indiana Railway Co,, South Bend; W, K, McKown,
Indiana & Eastern ; V. D. Norveil, Indianapolis & Northwestern.
The chair read a communication from Mr. Paul Richey, stating
that he proposed to publish an electric railway guide for the state of
Indiana, and requesting the co-operation of the association in securing
from the members correct time tables and an agreement to distribute
in their cars and stations a suitable proportion of these Imoks each
month. On motion, the association adopted the proposed publication
as its official joint time table and appointed a committee consisting
of L. J. Shlesingcr, Muncie, Hartford & Ft. Wayne ; C A. Baldwin,
Indiana Union Traction, and J. A, Berry, Indiana Northern, to ar-
range the details and supervise the publication on behalf of the
association.
In answer to a question, Mr. Norveil gave a brief account of the
excursion business of the Indianapolis & Northwestern, and called
attention to a device which that company had found very satisfac-
tory for increasing its Sunday traffic. There being on this line noth-
ing in the way of parks or pleasure resorts, it was found desirable to
stimulate the Sunday riding, which it was found in ordinary condi-
tions would be the lightest of any day in the week. Accordingly, a
special ticket, good for a round trip from any point on the line to any
other point, was sold for $1, This ticket, of course, had no sale
where the round trip fare was less than $1, The results have been
very satisfactory.
The chair suggested that the members of the association would do
well to consider the advisability of adopting a cheap week-end rate,
that is, sell round trip tickets good going on Saturday or Sunday
and good returning Sunday or Monday. He believed that by this
means the week-end business could be distributed over three days,
instead of over one or two, with good results for all concerned.
On motion, the executive committee was directed to arrange for
the time and place and programs of future meetings.
Mr. A. W. Brady, president of the Indiana Union Traction Co.,
extended an invitation to all members present to dine with him at
the Hotel Doxey. The courtesy was promptly accepted and acknowl-
edged by a vote of thanks. After dinner, a special car was in wait-
nig and took the party to the main power station of the Indiana
Union Traction Co., after inspecting which the Indiana delegates
returned to Indianapolis over the Indianapolis Northern Division
by way of Alexandria and Tipton.
The Newman Properties Association.
A new association has been formed for the advancement of the
interests of the Newman properties, among which are the Birming-
ham Railway, Light & Power Co., the Nashville Electric Light &
Street Railway Co., the Knoxville Traction Co., and the Little Rock
Railway & Electric Co. The officers and heads of the departments
of these roads met in Nashville, January 23d, 24th and 25th for the
purpose of inspecting the Nashville propertv- and exchanging ideas,
thus benefiting not only the property under discussion but each
member being in this way enabled to gain some new ideas which
would be of use to him in the operation of his own property. The
ne.xt meeting of the association will be at Birmingham, .Ma., in April.
The officers chosen for the association were : President, Percy
Warner, president of the Nashville Electric Light & Street Rail-
way Co. ; vice-president, C. H. Harvey, president and general man-
ager of the Knoxville Traction Co. ; secretary, C. O. Simpson, treas-
urer of the Birmingham Railway, Light & Power Co.
Piping and Power Station Systems. — IV.'
nv WILLIAM L. MORRIS, M. E.
Piping Systems— Continued.
Fig. i6 shows the meter in use with all boilers using liol water.
By opening valve ''a"' and closing "b." cold water would be fed
through the meter to the boiler. The dotted lines indicate the portion
of the system out of service, though this portion may. be under pres-
sure. The arrangement shown in Fig. 14 would permit the water
meter to be placed on the floor ne.xt to the pumps, the lines "c," "d"
and "e" being the risers from the latter. After the system is deter-
>?SSi/i.^^ ^£-S^ /^^y^
tion of the lines on the final diagram so that they will correspond
closely with the lines as they are to be built. This will enable the
men in the station to read the diagram much more readily and with
less liability of making an error in the operation of the valves. The
valves should be shown in appro.ximatcly their correct locatioiL For
instance, when Fig. 17 has been laid out in detail these data should
be used for correcting the diagram as illustrated in Fig. 14 and the
final result be shown as in Fig. 18. At first glance the system shown
in Fig. 18 appears to be a different one than that shown in Fig. 14,
but in reality it is exactly the same. The object in correcting the
final diagram is to avoid this deceptive appearance.
FIG. 16.
iir,. 18.
mined, the pipe details can be considerably simplified by changing the
relative location of lines, etc., and at the same time, maintain the same
system. For example. Fig. 17 shows a rearrangement which permits
the meter and pump connections to be made coinpact and accessible
from the floor. It may be found that the pumps cannot both be of
the same pattern as shown. The distance "f" may require the pumps
Fig. 12 shows the general arrangement which will be used in
designing the problem plant. There are four groups of economizers
shown which will ordinarily be fed from one pump. If the boiler
plant were divided into halves and each half provided with its own
economizers, then the pumps could be placed at the dividing line
between the two halves, and with possibly a. few modifications in
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to be right and left handed with their steam cylinders together, in
order to leave room for the required connections. The pumps must
not determine the piping, but the piping should determine the minor
details, such as those just mentioned.
The early diagrams made for a station should be considered as
studies and after the pipe work has been detailed in accordance
with these diagrams the best plan would then be to change the direc-
•Copyrlght 1904. by the KcDflcld Publishing Co.
regard to the valves Fig. 14 could be used. After adding the con-
nection lines between the two halves the arrangement would be as
shown by Fig. 18.
Having decided upon the general arrangement of the economizers
and boilers, the piping should now be laid out in a detailed system.
This system should be made as reliable and as flexible as that shown
in Fig. 14 and by tracing out Fig. 15 it will be seen that the following
conditions are readily secured :
I. Regular operation of No. i pump on fire line and house
Fiiii. 15, 'fJOS-.
STREET RAILWAY REVIEW.
107
service; No. -' ininili "H aii.xiliary main for lulic cleaning; No. .3
],iiiiip nil feed mains.
J. Tile meter can lie used willi eillu-r |inni|i .N'o. 2 or No. .3 or
willi holli; llie discliarge from llic mcler can lie fed lo the main,
auxiliary main or to botli at the same time; tlic meter can deliver
tlirongli one or more economizers with either lieater water or cold
water; it can also feed direct to tlie boilers hy passing one or more
economizers.
•, Thi- l„,il.i-.
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ff£^£> Pi/Af^
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3. Any one inimp may be shut down without interfering witli
regular operation; any two pumps may be shut down and still main-
tain pressure on the feed main and the house service, using cold
water or water from the hot well in the economizers.
4. When an economizer is sliut olT the boilers wliicli regularly
boiler which burned the greater amount of coal would be heating the
feed water for the other boiler.
The chief rc(|uircments for a boiler feed syMein arc well cared
for in Fig. ly. They are as follows :
1. Any part of the feed system may be shut ofT without reduc-
ing the capacity more than onc-foiirlh, for four units.
2. The hot well water may be fed to the economizers when the
heater is off.
iiiomizers off may lake their fccil from
any other economizers which are in
operation.
4. An abundance of feed reserve
is provided for.
I here arc various other systems of
metering which might be employed
such as a separate meter for each
Ijoiler, or as shown in Fig. \f) a sepa-
rate meter with a by-pass might In-
used for each economizer if placed
at the points in the feed system
marked a. By using four smaller
meters they could be operated at
nearer their normal capacity than
could one of sufficient size to care for
the entire plant, thus the readings
would be more accurate, but simpler and more accessible details can
be obtained by using one large meter at the pumps. This will also
allow the tncter to be read from the pump room floor. The relative
performance of the boiler units can be determined hiore accurately
by using the same meter for measuring all the water. Any difference
in the performance which might be shown on two individual boiler
meters miglu Ix; due to one or both of the meters being inaccurate.
With but one meter the degree of inaccuracy will show the same for
all boilers.
.
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feed through it can got feed water from the economizer in the next
battery of boilers.
5. The entire fecil main may be shut off and water then be fed
through the auxiliary main or vice versa.
6. The auxiliary main may feed through the economizer or di-
rectly to the boilers.
7. During the winter, warm water may be kept on the fire and
house service system by using the hot well as a supply.
This system necessitates the metering of the water used in two of
the boilers in each battery. The advantages which might be gained
ny separately metering the water for each boiler would not justify
the addition of the piping connections necessary to accomplish thi.s
detail. If it is found necessary to make a separate test on one boiler
this can be done when the other boiler is shut down, or if it is neces-
sary to test two boilers which discharge into the saine economizer.
the meter reading when divided by two would hold, because the
City water connections which are taken from a meter in the city
water works line, should have a line carried to the house service
main and a branch to the heater so that when it is necessary to
clean out or shut off the intake there would be another source of
water supply for boiler feeding. All these conditions must be pro-
vided for because no one can foresee the many difficulties which
may come up and it is safe to assume that every line and connec-
tion will necessitate shutting down sometime without giving more
than a moment's warning.
But a portion of the fire main in the station is shown in Fig. 19.
Ordinarily a safe fire and house service can be laid out on the loop
system as shown in Fig. 20. Valves should be arranged so that
any portion of the loop can be shut off and still have a partial fire
protection. The very important connections, such as the water to
the heater, should have a valve on either side of them as shown in
Fig. 21 and a valve between the two separate sources of supply; then
108
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
any section of the line may be shut off and water still delivered to
the heater.
The branches to the roof, city line, low pressure service, other
buildings and lawn sprinklers should all be provided for. .^s the
points to be brought out in considering these are more in the nature
of details than of general system, they will be considered later. Ordi-
narily the hydrants should be kept away from the outside walls a
distance not less than the height of the wall. The fire mains and
branches must be laid below frost line, the depth of which can be
obtained from a neighboring city water works. Steam pipes which
run to the roof and any hose lines inside of the buildings should have
an indicator post outside, so that in event of piping becoming broken
or bursting from exposure to frost the water can be shut off and the
pressure on the lire piping maintained. All house service valves
when connected to the fire mains should be readily accessible so that
in case of fire they may be closed quickly. Any lawn sprinklers
fed from the fire lines should be fully able to stand the fire pressure
and should be frost proof.
Before making a final decision on the design of the building or
piping it would be well to take up all the details of fire protection
charge of the circulating pumps it will be seen that there are seven
valves on the suction side and seven on the discharge. By disre-
garding the making of pipe work at all times accessible a shut-off
valve would still be required for each machine, each condenser and
each source of supply such as intakes B and C, and if the factor of
readily made repairs to the lines is also disregarded it will be found
that out of a total of 18 valves but 4 can be saved, thus it is seen
that with an increase of about 5 per cent in the cost of pipe work
the line may be made entirely accessible. The piping cost is ordinarily
about 5 to 7 per cent of the total station cost for such a plant as is
being outlined, so the difference in the cost of a station having an
inaccessible system and one having a readily accessible system would
be about one-fourth of one per cent of the total station cost or about
25 cents per kilowatt increased cost for valves, and if 10 cents be
allowed for extra labor, fitting, etc., the total added cost would be
but 35 cents per kilowatt or one-third of one per cent of the total
cost of the station. The cost should not be considered. The only
factor should be the time and study necessary to perfect the layout
and provide the station with a flexible and reliable system.
In case three waterways are used instead of two, there would be
-*- fJLO^v Of SrJ?£//^
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jOSz-Ziz^-ZP 7-0 ^/rz/^/P COz^/SSzvS£'/f*
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nc. 22.
1
To /^az^z^s z^/^O:^^
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with the board of underwriters because some details which an engi-
neer would consider to be of minor importance must be used in order
that the underwriters' rules and regulations be obeyed. To secure the
lowest insurance rates it will be necessary to install such details as
they require, and even though they admit that some of their demands
are unreasonable they are without authority to modify them.
The subject of artesian wells is not always a necessary part of
power station work but in the case of many factory plants cannot
very readily be avoided and will be explained later by means of
diagrams.
Let it be assumed that the plant in question is located alongside
of a stream of water suitable for boiler feeding. The intakes, dis-
charges and connections to circulating pumps and condensers of such
a plant are shown in Fig. 22. As in other lines, the chief requirement
in this system is that it be possible to shut off any part of the system
and yet allow three-fourths of the plant to be operated. The water-
way A is always an intake, the waterway C is always a discharge,
the waterway B may be either. Any one of these three waterways
may be shut off at any time. Either of the lines from the intake or
hot well to the pumps may be shut down and operation continued
with the other. Any portion of the discharge main from the circu-
lating pumps may be shut down and the operation of one condenser
still permitted. Any one of the three circulating pumps can supply
water to either of the condensers. All lines are so connected that
repairs can be easily made.
.At first thought it would possibly seem that too many valves are
used to make this system reliable. On noting the suction and dis-
a slight additional expense in the first cost, but the expense of opera-
tion would be lessened because one screen house could be shut down
and cleaned of any sediment or obstruction while the other two fed
the plant, and during the winter months the waterways B and C may
be used and the liability for interference from ice be lessened by the
warm .water discharging close to the intake. During the warmer
months of the year waterways A and C could be used since they are
placed at a considerable distance from each other.
(To be continued.)
The annual ball of the International Railway Employes' Associa-
tion, of Buffalo, N. Y., was held at Convention Hall, Tuesday, Janu-
ary loth. There were 4,000 present, consisting of trainmen, start-
ers, electricians, car makers and repairers, and their friends. The
ball was pronounced a brilliant success financially, as well as socially,
and the proceeds will be turned over to the sick and death benefit
fund of the Employes' Association.
Through limited service has been established between Dayton, O.,
and Indianapolis, Ind., via the Dayton & Western Traction Co.,
the Indianapolis & Eastern Railway Co. and the Richmond Street
& Interurban Railway Co. lines. There will be three trains each
way daily, known as the Interstate Limited, which will make the
run in four hours and fifteen minutes, the distance being 108 miles.
Very fine parlor and buffet cars, as well as sleeping cars, have been
put in this service and meals may be had enroute a la carte,
Fku. 15. "JOS-
STREET RAILWAY REVIEW.
109
Wear of Steel Tired Wheels IIovv to l^liiiiiiiate
l^xcessive I'lan^e Wear.
BY W. G. PHICE.
Tlie cause of excessive wear of steel tired wheels can probably
be allriliutctl to faulty truck construction.
Chilled iron wheels may wear inicveMly when wiA accurately
paired, or from a difference in temper, or depth of chill, and the
wheel which becomes the smallest in diameter will have the most
rapid wear of tlio flanges. The temper of a pair of steel tires
probably does not vary suHiciently to cause uneven wear.
Trucks can be out of true in several ways, and it is very common
to find these inaccuracies in motor trucks.
Cast steel side frames vary in length from one pair of pedestals
jaws to the other as much as one-half inch, due to a variation
in shrinkage and molding. If the mold is rammed, very hard, the
sand at the pedestals will not give away when the metal cools,
and the beam which connects the pedestals will not be allowed to
shrink as much as when the mold is less hard. In many cases no
attention has been given to pairing frames, or to machine finishing
them so as to make them all of the same length, which results
in the axles not being parallel. Such a truck tries to run in a
curve at all times, and if the car is rim continuously in one direction
only, the wheel flanges at two diagonally opposite corners of the
truck will be worn sharp, while if it be run in both directions, all
flanges will wear rapidly. In other types of trucks there is some-
times a variation in lengths of side frames.
Until very recently, at least, nearly all motor truck frames were
put together and bolted in position on the axles, instead of being
built separately, and they were made approximately square by hav-
ing the faces of the wheels in line. This was the only way of
squaring them, with the wheels and axles in place, as the wheels
and journal boxes prevented diagonal measurement. Such trucks
were seldom square for several reasons :
First, the planes of the wheel's faces were not at right angles
to the axles, except when the wheels were turned true after being
pressed on the axle, which was not usually done.
Second, the gage lines of the wheels were not equally distant
from the centers of the axles, and this is a very common defect,
and also causes bad fitting brake shoes which can be frequently
noticed.
Third, the lost motion endwise of the axle, between the journal
and the bearing, and between the bearing and the box, permitted the
frame to be so placed before Ixilting together as to be out of square,
even when the wheel faces were in line.
Fourth, journal bearings are frequently bored out of center, and
as all are likely to be placed in the same holder for boring, where
one is found to be out of center, all of that lot will be found to
be out of center in the same direction.
Fifth, journal boxes are placed in trucks without machine finish-
ing, and owing to inaccurate molding, one side of the box is thicker
than the other side, and owing to the personal equation of the
molder, or to some inaccuracy of the pattern, all of the boxes will
be thickest on the same side, which locates the axle to one side
of the center of the box, and as all of the boxes are approximately
alike, all of the axles journals will be out of center on the same
side of the box, which would also be the case when the journal
bearings are bored out of true. When the truck frame is built
perfectly square, this variation in either journal bearings or boxes,
while not throwing the axles out of parallel, does throw the wheels
out of line. This causes the axles to run in a position not at
right angles to the tracks. If such a truck were run in both
directions, probably all of the flanges would receive more than a
normal amount of wear, while if it were run in one direction only,
probably two flanges on one side of the truck would receive the
most wear. Many trucks are constructed with from H to H i"-
space between the side of the journal hearing and the inside of the
box, and many trucks which have been in service for some time
have much play between the boxes and pedestals, which permits
the axles to run out of parallel. Trucks should have the journal
bearings nicely fitted to the inside of the boxes. The boxes should
be rigidly connected together, as is done in the M. C. B. type
of truck, and they should be so constructed that no wear of pedes-
tals and journal boxes can take place to cause lost motion. There
can he of course many variations of the inaccuracies described,
causing diflfercnt results in wheel wear, but probably in most all
cases it is due to inaccurate construction.
Accurate work requires skilled labor, machinery and time, which
are expensive. If railroad companies would specify accurate work,
to be done under the eye of their own inspectors, there would be
a saving of power consumption and wheel wear.
The lack of proper lubrication of center plates, and the permit-
ting of the car bodies to be partially carried on the side l)earings,
cause much wear of both the tread and flanges of wheels. 'I'hcrc
should be a clearance of % in. between each of the car body and
truck side bearings, and the truck center plates should have a raised
portion around the king pin, of the same height as the outside
rim of the plate so as to retain the oil, and there should be an oil
hole on each side of the car body center plate so the l)cacing can
be oiled without raising the car body. Grease will not remain in
a center plate so as to lubricate the bearing more than a few
hours, while a good oil, as long as it remains fluid, will stay in
the plate, and give good lubrication for several weeks. In cold
weather it is necessary to thin the oil with kerosene. As soon as
the oil is cooled sufficiently in winter, to change it to grease, it
will immediately be squeezed out, and there will be no lubrication
of the bearing. By casting the top plate hollow and then filling
the cavity with waste to be saturated with oil, a much better lubri-
cation of the bearing will be secured. Attention to this detail,
which in the writer's experience is neglected on most all cars, will
prevent much of the wheel wear.
A Talk on Railway Development in Massa-
chu.setts.
Mr. Robert H. Derrah. general passenger and advertising agent
of the Boston & Northern and Old Colony street railways, lately
gave a talk before the Haverhill street railway employes on the
development of the Massachusetts street railways. Mr. Derrah's
remarks were well chosen for the ears of his listeners and were
greatly appreciated. He called attention to the fact, that in such
interesting localities as his listeners were employed, it would add
greatly to the pleasure of trolley travel and not interfere with their
work, if the conductors would call out the points of historical inter-
est as the car passed them. The speaker regarded three men as
largely responsible for the Massachusetts street railway development
— Henry M. Whitney, who was the pioneer in opening up the sub-
urbs suitable for mechanics' homes ; Gen. Wm. A. Bancroft, of the
Boston Elevated, and P. F. Sullivan, president of the Boston &
Northern.
In his talk Mr. Derrah illustrated the growth of the electric rail-
ways from the earliest conception down to the magnificent special
cars which are now operated by many roads. He also described
the park systems and the many points of historical interest served
by the street railways near the Massachusetts coast. The speaker
has made a study of giving such little talks and has attracted worthy
attention by this means.
Electric State Railway Experiments in Sweden.
FROM U. S CONSUL ROBERT S. S. BERGH, GOTHERNBURG. SWEDEN.
In the spring the railway board petitioned the government for
permission to erect electrical transmitting apparatus on land be-
longing to the state, between Tomteboda and Vartan, in order to
carry out the experiments in electric railway traction, for which
a grant of 500,000 crowns (Si34.ooo) has been made by the Riksdag.
M Tomteboda station double wires will be used and at Vartan the
contact system will be employed for transmitting the current from
the power station to the electric locomotive or motor car. the
rails serving for the return current. For these experiments a high-
tension, one-phase, alternating current will be used, the tension
and frequency of which will vary according to requirements. This
question, so important for the whole country, has for some time
been considered by the board of trade, and the board has recom-
mended that the request of the railway board be granted, providing
the permission to erect and use the apparatus be limited to a cer-
tain period, say five years, and that private rights are protected.
Annual 3Ieeting of the Ohio Interurban Railway Association.
The first annual meeting of the Ohio Interurban Railway Asso-
ciation was held at the Algonquin Hotel, Dayton, O., Jan. 26, 1905.
President Clegg called the meeting to order at 10:50 a. m., and
made a brief statement of the work already done by the association
and some of the mailers then in the hands of committees. After
the minutes of the Canton meeting had been read and approved, the
reports of various committees were received.
Mr. Clegg as chairman of the Committee on Standard Rules
stated that the rules as agreed upon by the committee had been
adopted by the D.iyton & Troy Electric Railway Co. and copies of
that company's rule book were submitted to members as the com-
mittee's report.
Mr. E. C. Spring, of the Committee on Baggage, reported that a
letter of inquiry had been sent to some 70 roads and read a letter
from Mr. Green in which were included his recommendations based
on the replies received. These were: i. To charge 25 cents for
each piece of ico lb. or less, and 25 cents for each 100 lb. additional.
2. Roads to divide baggage receipts in the same manner as receipts
from coupon tickets. 3. Card checks in brass holders to be pro-
vided. 4. Roads handling baggage must have baggage masters
at stations. 5. Companies should combine their stations wherever
possible.
Mr. Spring stated that in the northern part of the state the com-
panies appeared to favor carrying baggage free, while in the south-
ern part of the state this could not be done.
In discussion the question of paying for transferring trunks be-
tween interurban stations was brought up. Mr. Clegg stated that
the Dayton & Troy had made arrangements with the Western Ohio
and Ft. Wayne, Van Wert & Lima electric lines and the Clover Leaf
whereby through cars would be run from Dayton to Delphos to
connect with the' Clover Leaf for all points between St. Louis and
Toledo. In order to get a contract with the steam road the electric
lines had to agree to check 150 lb. of baggage free. The companies
pay 5 cents per piece for the necessary transfer from the electric to
the steam station at Delphos, this charge being divided among the
three companies.
[The "Clover Leaf Special," beginning February 1st, leaves Dayton
at S :i8 p. m. and arrives at Delphos at 8 -.25 p. m. ; returning it leaves
Delphos at 9 :25 p. m. and arrives at Dayton at midnight. The dis-
tance is 95 miles.]
Some companies have arrangements for transferring baggage;
others have not. Mr. Spring stated that in the case of his line, the
Dayton, Covington & Piqua, it would require the major part if not
all of the receipts from baggage to pay necessary transfer charges.
Some statistics as to the amount of baggage handled were given :
Mr. Spring stated that on his line for every 100 interurban passen-
gers there were 45 trunks handled. Mr. Coen said that on the
Lake Shore Electric in 1904 there were carried 2,691,000 passengers,
of whom one in each 139 had baggage carried free (up to 150 lb).
Mr. J. A. Wilson, of the Cleveland & Southwestern, gave the
monthly averages as 780 trunks and 300,000 passengers on that road.
The Lake Shore Electric makes a rate of $1.75 between Cleveland
and Toledo; the rate on the Lake Shore & Michigan Southern
(mileage at 2 cents) is $2.18, but the steam road sells commutation
books to all stations at the rate of one-half of the electric roads'
round trip rate. In view of this the electric line considers that it
cannot with advantage charge for baggage weighing less than 150
lb. per passenger.
A representative of an association of commercial travelers having
some 350 members in Dayton stated that traveling men would use
the electric lines to a much greater e.xtent were baggage carried
free up to 150 lb. and prompt service given.
Regarding the interline coupon tickets, Mr. Paxton, of the Day-
ton & Troy, stated that the company had ordered the O. I. R. A.
form, but for the Clover Leaf business had added the words "First
Class" at the request of that road; also it had ordered a round trip
validating form for Clover Leaf business.
Mr. Coen reported that the Lake Shore Electric had the 0. I. R. A.
form of coupon tickets on sale.
AFTERNOON SESSION.
The convention met at 2:30 p. m. and proceeded to the election of
officers, which resulted as follows :
President, E. C. Spring, manager Dayton, Covington & Piqua
Traction Co., Dayton.
Vice-President, Warren F. Bicknell, president Lake Shore Electric
Ry., CIevelan<l.
Secretary, F. W. Coen. general passenger agent Lake Shore Elec-
tric Ry., Cleveland.
Treasurer, R. E. DeWeese, superintendent Dayton & Northern
Traction Co., Dayton.
Executive Committee : F. J. J. Sloat, general manager Cincinnati,
Dayton & Toledo Traction Co., Hamilton; F. D. Carpenter, general
manager Western Ohio Ry., Cleveland ; J. R. Harrigan, general
manager Columbus, Buckeye Lake & Newark Traction Co., Newark ;
W. B. Tarkington, general superintendent Detroit, Monroe & Toledo
Short Line Ry., Monroe, Mich.; F. J. Green, general manager
Springfield, Troy & Piqua Ry. and Springfield & Xenia Traction Co.,
Springfield.
Finance Committee: E. C. Spring, J.H.Merrill, A. VV. .Anderson.
The discussion on "Steam," the subject for the afternoon, was
opened by Mr. E. P. Roberts, president of the Roberts & Abbott
Co., Cleveland, who presented the following paper:
The Choice of Prime Movers.
BY E. P. ROBERTS, CLEVELAND, O.
Introduction.
The subject for discussion this afternoon is "Steam Power," and
as this covers too large a field to receive even general consideration
in the time allotted, my talk will be confined to the consideration of
reciprocating steam engines and steam turbines with special refer-
ence to interurban electric railway conditions, and omitting consid-
eration of the steam generating and vacuum producing mechanisms,
even though they are so closely connected with the general proposi-
tion that, in practice, they must be considered in their inter-con-
nected relations.
Moreover, as the other speakers for this afternoon represent the
manufacturing end, it seemed advisable that I should open the
meeting by presenting general features and leave the description of
actual mechanisms and the results obtained to the representatives
of the manufacturing companies.
When taking up the matter of "Power" it is evidently necessary
to consider, first. What is needed; second. What is best for the
conditions. Therefore, I will follow this logical order, and al-
though, at the start, the reason for the first may not be apparent,
I think it will be before the completion of the presentation of the
second.
As this audience is mainly composed of men interested in the
operating and financial, rather than the technical end, my talk will
not be relative to technical features from the technical standpoint,
but from the standpoint of the eflfect of modifications of such features
upon financial results.
POWER FOR INTERURBAN ELECTRIC RAILWAYS.
In Ohio the prime mover is usually a reciprocating steam engine,
and, in a few instances, a steam turbine. In some portions of the
United States water power is being largely utilized as the prime
mover, but there are few, if any, economically desirable properties
of such kind available in Ohio. Owing, however, to the recent de-
velopments in the line of gas and oil engines, there are situations
where these should receive consideration.
In order to decide as to what prime mover is best for a specific
case, considering type, number of units and size of each, all the
factors affecting the case must be considered; and, generally speak-
ing, in the following order:
1. Predetermination of the operating conditions.
2. Estimate of first cost.
Ficu. 15, lyos-l
STREET RAILWAY REVIEW.
Ill
,1. ICslinialc of opcr.iliiiK' expenses, iiieludiiiK liiianeial charges.
4. Coiiiparalivc rclialiility, depreciation and repair acconni, and
oilier nialters whicli are largely questions of jtulgmcnl.
5. Combination of all tlie foregoing, considered for each type of
power plant, and a comparison of the results.
I. rrcdctermination of Operation Conditions.
This necessitates decision as to location of track, and the curves
and grades most economically desirahlc. and the predelerniinatirjn
includes the following:
A certain location of the road is taken as the standard for com-
parison, being generally that which will give excellent, though not
necessarily the greatest, accessibility on the part of the public, and
having such grades and curves as a general knowdcdge of the
proposition indicates would be good practice. The size of cars and
ninnbi-r uf trains necessary to handle the anticipated passenger
travel arc decided, and train schedules and train sliccts are pre-
pared whicli show the schedule time between the terminal points,
based on a stated average schedule speed in the cities and towns, and
a stated average speed wliilst the car is in motion in the country,
with deduction from the latter on account of country stops, thereby
obtaining the schedule speed in the country. The train sheet shows
the trains in service at any amount, and the location of such trains.
The si/c of motors necessary to handle a car, or train of the
assured weight and speed is then calculated.
A study of the results as thus obtained may indicate that it is
preferable to obtain a slightly greater schedule speed between the
terminal points, in order that, when operating on hourly headway,
the lay-over at the end be not too long. For example, the time of
the tentative run may be 2 hours and 10 minutes, which would
necessitate a lay-over of 20 minutes when cars are operated on
hourly headway (starting from one end on the hour, and from the
other on the half-hour). This would require five cars in operation,
whereas if the cars could make their run in i hour and 55 minutes
only four cars would be needed. Such reduction in the number
of cars would reduce the expense of the train crews 20 per cent,
and the greater schedule speed between termini would be attractive
to the traveling public.
In order to accomplish such higher schedidc speed, one or more
of the factors must be changed, with :
1. Higher schedule speed in the cities and towns. This may not
be practicable.
2. Higlicr speed when in motion in the country. This would
require larger motors and greater rapidity of acceleration, which
would increase the first cost, not only of the rolling stock, but also
of the entire power generation and distribution system, and it is
tlic resulting increase in maximum and average power requirements
which today especially interests us.
3. Reduction in number of country stops. This may reduce the
income, and whether it is advisable depends largely upon the charac-
ter of the proposition, and also whether, or not, "limited" trains
will bo operated. ' Consideration must also be given to the time
made by competitors, more especially between distant points.
4. Change of location in the road so as to shorten the distance.
This may necessitate giving lessened facilities to some localities, or
it may necessitate more expensive construction, or both.
5. Such change of location as will allow higher schedule speed.
This may be done by reducing the lengths of the runs on streets,
or. if the right of way is by the side of the highway and in front
of buildings, changing it so that it is back of the buildings. Some-
times the best location is adjacent to a steam road.
6. Reducing grades and curves.
Consideration of the foregoing factors, individually and collect-
ively, also necessitates consideration of comparative first cost and
operating expense, and comparative gross and net income, and the
study of all the conditions may result in a decision to operate at
a slower schedule speed, and change one or more of the factors in
the opposite direction from that required to increase the schedule
speed. If "limited" trains are to be operated, these must also be
considered.
The foregoing relates to passenger service, but in addition express
and baggage service may require consideration, also freight, using
this word to mean the same as when applied to steam roads.
A specialist in the predetermination of what is the most desirable
construction and equipment for any given prop'^^ition may not.
and possibly will not, work out in detail and with all possible modi-
fications all these factors, but he will consider >heni, even though
to some degree it may be unconsciously. 'I'lic results obtained arc
frequently a surprise even to those who make it their business and
might he supposed to be able to state "oil hand" what would be
most desirable for any given proposition.
A striking proof of the lessening of the amount of power required
obtained by increased care in design is shown by a statement made
by Mr. A. S. Richcy, in a paper read before the Indiana Electric
Railway Association fSec St. Ry. Rev., Jan. 15. 1905.) Jan. 12, IQ05,
in which he states that the same cars are used on the Indianapolis
Northern division of the Indiana Union Traction Co., as on the
other divisions, and power is furnished for the entire system from
one power house. That the average distance of the sub-stations on
the Indianapolis Northern division is 46 miles from the gcncraturs,
and on the others 15 miles, also that 12 per cent of the power used
on the other divisions is delivered directly from the power station
without alternating current transformer or transmission losses. Never-
theless, the power for the Indianapolis Northern division, measured
at the power house, is only 33 per cent of the total, although it
represents 42 per cent of the total car mileage. He also states that
the average schedule speed is slightly greater on the Indianapolis
Northern division than on the rest ; and that the result illustrates
"the general effect of a careful consideration of operating features
in the engineering design and construction of a road, such as re-
ducing curves and grades to a practical minimum, careful location
of sub-stations with respect to their loads, and the economical dis-
tribution of copper."
The subject of this talk being "Steam Power", it may seem as
though I had wandered far from the path, but all the parts of an
electric road are so inter-connected, financially and physically, that
decision as to steam power mechanisms can only be made after a
study of the entire proposition, and in more or less detail depending
upon its special features.
For example, if power is very expensive, measured at the motors
on the car, then, from this standpoint, a reduction of grades is
economically advisable, and also a reduction in the size, number
and speed of cars ; w hereas, if power is cheap, the reverse is prefer-
able.
All these factors are so inter-connected that, in order to obtain
the best plan for the given conditions, a tentative plan must first
be prepared which will be in accordance with the engineer's best
judgment, based upon a preliminary study of the general and special
conditions, and then such plan must be modified, and the effect of
such modifications considered from every standpoint — first cost,
operating expense, and effect on gross and net income.
It is, therefore, evident that the decision as to the power plant
necessitates predetermination, within a reasonably close limit, of
the average output which will be required at different hours of the
normal operating day, and the maximum which may be required
for any considerable period, and also the momentary maximum, the
excess being taken care of by the momentum of the fly-wheel.
Also, decision as to similar features on days other than normal,
Saturdays, Sundays, holidays and the like.
It may seem that the foregoing is what is frequently termed "not
practical," or, looking at it from another standpoint, that it is "imprac-
ticable," and for the reason that operating conditions vary so greatly
from day to day, that it might be considered impossible to pre-
determine them with such degree of approximate accuracy as to
obtain results of any value. There is not now time for elaborate
presentation of proof that careful and skilled predetermination of
operating conditions pays, and, in fact, pays better than an equal
amount of money expended in any other manner, but I will merely
present as an interesting example the comparative results obtained
by two power houses, each using the same make of water tube boilers,
stokers, and compound condensing engines, and the one obtaining
the poorer results, having generators of one of the best makes, and
the other having old style (Siemens & Halske), which were probably
somewhat less efficient than the other. The generators were direct
connected, and both plants furnished direct current, and used the
same quality of coal at the same cost per ton.
The plant obtaining the poorer results did not have the condi-
tions predetermined, and in consequence various units were not of
the best proportion for their operating conditions, considered as a
whole and in relation to each other.
112
STREET RAILWAY REVIEW.
[Vol. XV, No. 2
In the other case the character of the output was predetermined
and the sizes of units considered with reference to each other, and
although the load for this power house was more fluctuating than
for the other, nevertheless the coal and the cost per kilowatt-hour
output was materially less.
On the other hand there is, of course, a difference between what
may be termed calculations for commercial purposes and those made
for scientific reasons. The basis of the former is generally only
appro.ximate and of the latter is presumably exact, and it is evi-
dently absurd to carry out calculations into fractions of a per cent
when the basis is not known within 5 per cent, or, to use a mathe-
matical simile, to "use eight place logarithms on four place data."
Having predetermined the average ma.ximum power required from
the engine or engines, when operating on regular schedule, and, for
special days, a tentative decision is made as to the number of units
and the size of each, based on capacity.
The condition of operation of engines furnishing power to an
interurban electric road is, except when storage batteries are used,
one of rapid and excessive fluctuations of load, usually ranging
from 25 per cent to 123 per cent of the rated capacity of the engine
and often from zero to 150 per cent, and sometimes, momentarily,
up to 200 per cent.
I present the following as statements of facts :
I. For any engine supplied with steam at a definite pressure and
quality, and with a definite vacuum, there is a definite load at which
it will operate at its greatest economy.
Increasing the steam pressure, or superheating the steam, or in-
creasing the vacuum, will both increase the maximum obtainable
horse power and, generally speaking, and within limitations, the
efficiency of the engine as a converter of heat energy into mechan-
ical energy ; but, considering the increased energy required by the
engine auxiliaries, it will not necessarily increase the heat energy
efficiency, considered as a whole, and, even more important, it may
even decrease the "dollar efficiency." The latter efficiency includes
first cost and operating expense, and it is upon this efficiency, con-
sidering the entire road, that either dividends or assessments are
declared.
[The speaker then presented a curve showing the variation of
coal consumption per kilowatt-hour, with varying load factor. Some
of the co-ordinates of this are as follows ;
Load, per cent. Kw. h. Lb. Coal per Kw. h.
50 42,000 47
45 36,000 5.0
39- • 33,000 5.2
36 30,000 5.5
30 25,000 6.1
25 21,000 6.7
20 17,000 7.4
This curve is based on the daily records obtained during one year.
The power house is the Avon Beach power house of the Lake
Shore Electric Ry. The results are old and were published several
years ago, and I would apalogize for presenting old material if it
were not for the fact that I have not results from any plant in
which the coal has been weighed daily for such a long period and
under such variation of percentage of rated load. It should also
be noted that at rated load the test showed 3.2 lb. per kw. h., which,
for this station, may be considered as the theoretical limit, and it
should also be noted that a change of proportion of the individual
mechanisms and of the size of such mechanism relative to each
other could have been so made as to have obtained better results
at rated load of the generator, but inferior economic results under
the average operating conditions.
A schedule which will allow climbing of grades witli motors in
series is much better for the power house than one which requires
"hustle" from start to finish ; but of course this is not the only
standpoint and there are too many inter-connected factors to now
follow up this train of thought.
I desire to call especial attention to two facts readily shown by
economy curves of any engines :
1. Comparative water consumption on rating is not the proper
basis for decision when operating on variable load.
2. Comparative values obtained by comparing results for i. h. p.
are not the same as for b. h. p.
The statement has already been made that engines fur interurban
electric railways normally operate with loads varying from friction
load to 100 per cent overload, but it should also be noted that the
average load is generally, and practically always, below rating.
Because of this, it follows that an engine should be so mechan-
ically designed as to safely carry excess loads, and from the steam
standpoint, so designed as to give maximum economy at a point
below that which is ordinarily considered as its rating. The valve
operating mechanism should permit the entrance of steam for as
large a percentage of the stroke as practicable, and the steam
passages should be of as great section and freedom from bends as
practicable in order that steam may flow with the minimum drop
in pressure. The cylinder or cylinders should not be any larger than
necessary to give the required maximum of sustained power under
the assumed conditions of steam pressure and quality, and of vacuum,
including allowance for lessened pressure and vacuum when having
a sustained load which is in excess of the normal.
Please note that I have here used the term "load in excess of
that termed normal" ; the common, and more convenient, term is
"overload", but the latter term tends to convey the impression that
the load is greater than that for which the apparatus is designed,
and that load is injurious which, for the case considered, is not
only erroneous, but directly contrary to the fact.
What cylinder proportions, for any given case, are most desirable
depends upon steam pressure, vacuum, etc., and ratio of average
to minimum load, and in a paper presented by me at the New York
meeting (December, 1903) of the Engine Builders' Association of
the United States I especially referred to the question of ratio of
cylinder diameters of compound condensing engines under variable
load, and the advisability of reduction of such ratio as the ratio
of maximum to average increases.
Evidently, for any given case, it is necessary to ascertain what
will be the water consumption of the various engines it is desired
to consider, and not only at rated load, but over a large range of
load. This information for any given engine must be obtained
from the manufacturer, but, unfortunately, sometimes statements
inade require investigation before being accepted.
Some engine builders know what the engine on which they submit
a bid will do at rating and with stated steam pressure, quality of
steam, and vacuum. Fewer know the result which will be obtained
at fractional loads. The engine builder does not know what will
be the degree of variability of the load nor the average load ; it is
his duty to furnish a certain mechanism to accomplish certain
agreed upon results, but whether the operating conditions will
allow such results to be obtained in practice he does not, and gen-
erally cannot, know. The actual result is often unfair to the
builder and uneconomical for the purchaser.
As an example of the unreliability of data in bids, I present the
following, which are taken from bids in our office :
Our specifications stated the steam pressure and quality of steam
to be delivered at the engine throttle, the vacuum at the engine
exhaust, revolutions per minute, desired average indicated horse
power, desired lower limit of maximum sustained horse power at
stated steam pressure and vacuum (slightly less than specified for
the average), and specified a maximum limit for the piston speed
and a maximum and minimum ratio of diameters of high to low
pressure cylinders. Fifteen manufacturers were invited to tender
bids, and there was considerable difference in stroke, cylinder diame-
ters, etc., and a comparison of all brought to the same basis necessi-
tates too complicated calculations and too many considerations to
present to a non-technical audience, therefore I have merely chosen
data from the bids from four corliss engine builders, of better than
tlie average standing, each of whom happened to choose the same
diameter of cylinders and length of stroke, therefore making the
steam conditions the same for all except as modified by steam
passages, clearance, and control of steam by the valves. The com-
parison of all the bids showed diflferences far in excess of those
here presented.
BIDDERS' STATEMENT.
Maximum sustained horse
Point of maximum cutoff power, stated as a per-
of steam. centageof the greatest.
75 79
75 84
•75 72
.60 100
Feb. is, 'SWS I
STREET RAILWAY REVIEW.
113
■|lic lowest was appro-siiii^ilcly llic liiiill stated in our specifica-
tions.
There might be a slight (lifTcrciicc in the maxiimiiii horse power
ohtainable, but that the engine having a maximtiin cutoff at .0
would give one-third more inaxiinum power than the one cutting off
at .75 is evidently impossible. The importance of maxinumi obtain-
able power has already been stated.
We will next consider the difference of efiicicncy guarantees for
these four engines, all on the same basis as to steam and vacuum.
The order is changed from that in the previous table.
Engine Percentage of Rating.
No. 5° '00 '50
1 13.75 12-50 13.2s
2 12.7s I2-50 1350
3 14.00 13.00 14.00
4 iS'OO 12.7s 1400
If the stated water consumptions are correct, and if, for this com-
parison? we consider the gross ainount to be allowed annually for
depreciation and repairs to be the same for all engines, then it is
evident that the No. i engine is the best if the average load is
above rating, and No. 2 if it is below rating.
I low nuich more, based on cost of fuel, can we afford to pay for
No. 2 than for No. 4 engine?
If the load be .5 rating for ;.-< the day, at the rating for % the day
and l.s rating for }4 the day, or an average of .88 rating for the
whole time (and this is a very high average load for an interurban
railway not using storage batteries), and the daily run be 20 hours,
and the additional (not pro rata) evaporation be 8 lb. of water
per I lb. of coal, then the annual saving of No. 2 will be :
Steam per i. h. p. per day — 2.25 lb. for 10 hr., plus .25 lb. for 5 hr.,
plus .50 lb. for 5 hr., a total of 26.2s lb.
If the average output is 1,000 h. p., then the steam saved annually
is in round numbers 9,600,000 lb., which with an evaporation of 8 to i
is equivalent to 1,200,000 lb.
With coal at $2.00 per short ton the saving would be $1,200 per
annum, or the interest on $20,000 at 6 per cent ; if coal cost $3.00
per ton the saving is $1,800 per annum, or the interest on $30,000.
It is natural to hesitate at paying $20,000 or $30,000 more for
one l,200-h. p. engine than for another; nevertheless, on the guar-
antees we could afford to do so. If the engine guaranteed as the
more economical as to fuel is also better designed and manufac-
tured, there is an additional reason for purchasing that engine even
at a greater first cost ; but how nearly do the guarantees represent
the facts?
The answer can only be a matter for the exercise of judgment.
and considering the technical features, standing of the bidder, and
proved results.
The foregoing shows the results which may be obtained by the
investigation of only one feature, and also the importance of making
comparisons on the basis of operating conditions, which latter, if
not existing, must be predetermined.
The average load above considered is a high percentage of the
rating, and if in order to make the comparison over a greater range
we consider that No. 2 engine at .3 load would take 14 lb. and No. 4
17 lb., and that the load is .3 rating for '4 of the day, .5 rating for
'.'j of the day, full rating for '/^ of the day and 1.5 rating for ^ of
the day (a day being 20 hours as before).
The daily difference in steam per i. h. p. will be. computed as
before: 5X3 plus 10 X 2.25 plus 2.5 X 25 plus 2.5 X -5, which gives
a total of 39.4 lb.
This is 50 per cent more than the previous result, making a capital
saving for $2.00 coal of $30,000 and for $3.00 coal of $45,000.
Probably there would be not less than two engines and for the
greater portion of the time only one would be in operation, if the
average time of operation of two engines be simultaneously only
one-fifth that of one engine (one engine 16 hr., two engines 4 hr.).
load conditions for each engine be considered as unchanged, then
the total additional amount which we could afford to pay for the
two more economical engines would be six-fifths of that for one,
or with $2.00 coal, $36,000, and with $3.00 coal, $54,000.
If the comparisons were made at rated load, then the annual
saving would be approximately one-fifth of that of the first assump-
tion, and the difference in value being only $4,000 for $2.00 coal
and $6,000 for $3.00 coal.
The foregoing also shows that a consideration of comparative
values must include the cost of coal; this fact is not always appreci-
ated.
The same general considerations apply to the question of the com-
parative advisability of installing steam engines or steam turbines,
as have been considered in connection with various engines, and there
are some additional considerations, such as comparative space, cost
of foundations, etc.
The writer would state, at the outset, that he believes as good coal
economy can be obtained by using the highest grade of reciprocating
engines, properly proportioned to the work, as can now be obtained
by the use of turbines, and that, to a considerable degree, the better
results reported where turbines have been installed are because the
turbine plants have been of a higher grade than the engine plants with
which they have been compared. Turbine plants generally have su-
perheated steam, frequently at a higher pressure than the average
reciprocating engine, and also with higher vacuum, and they do ob-
tain better efficiency from the standpoint of water per kilowatt-hour
than the majority of the engine plants in interurban power houses.
But it does not necessarily follow that reciprocating engine plants
could not have been so designed as to have obtained equally high
cfiiciency, nor does it follow that the plant which is most efficient
from the standpoint of fuel is most economical, everything consid-
ered. I believe in the steam turbines, but do not consider that they
have the field to themselves, but rather that each case must be con-
sidered on its own merits.
Many comparisons which have been published are misleading be-
cause of misleading statements. For example, some comparisons
are made on the basis of rated load, which has been shown to be
inaccurate when operating under variable load ; others are based
on pounds of steam per kilowatt-hour taken by the turbine, or the
engine, and without making allowance for the additional heat energy
required to obtain the higher vacuum for the turbine. In this con-
nection it should be noted that the efficiency of the turbine is mate-
rially increased by an increased vacuum, whereas this is much less
the case for an engine built on commercial lines. For the turbine
it is wise to obtain high vacuum, but the cost must not be over-
looked.
Also, the steam for the turbine is usually superheated, and, if the
comparison is based on difference in pounds of steam, it is evident
that consideration should be given to the additional heat units in
the steam, and the cost of supplying such additional heat energy.
When considering fuel economy the basis of comparison is the per
cent of heat energy transformed into mechanical energy- delivered
by the mechanism, including the amount of energy required for the
auxiliaries.
On this basis a recent comparison, which I made, between the
guarantee of a turbine manufacturer and those of an exceptionally
high grade engine, showed such an exceedingly slight difference
as to be practically negligible, and a comparatively small diflference
in operating conditions would throw the balance one way or the
other, as would also a slight difference between guaranteed and
obtained results The difference, as tabulated, was slightly in favor
of the turbine, with temperature of condensing water at 60 degrees.
and with 26-in. vacuum for the engine, and 28-in. for the turbine.
and with barometer at 30 in., but if the condensing water were at a
higher, though probable summer temperature, it would not be
found economically desirable to endeavor to obtain at such time
such high vacuum, and therefore during such time as this condition
might exist the result would be in favor of the engine. .Assuming
other conditions of operation there would be a greater difference.
and in favor of one or the other, depending upon the assumptions.
Therefore, for this case decision must be based on other grounds
than comparative fuel economy.
A comparison would include at least the following:
A. First cost, including engine, turbine, generators for each of
same, foundations, buildings, traveling crane, sometimes ground,
piping, condensing system, superheaters.
B. Operating expenses, including fuel. oil. labor, repairs and
depreciation.
C. Reliability.
MX of A and fuel and oil under B can be predetermined with suf-
ficient accuracy for a decision. The other items under B and C
are. for the present at least, largely questions for the exercise of
judgment.
114
STREET RAILWAY REVIEW.
rVoL. XV, No. 2.
Following Mr. Robert's address, Mr. Hans Holzwartli, the in-
ventor of the Hamilton-Holzwarth steam turbine, addressed the
association, describing the construction and operation of the line of
turbines for electric railway work which the Hooveii, Owens,
Rentschler Co. is now manufacturing. Mr. Holzwarth had a large
number of blue prints showing elevations and sectional views of
the assembled apparatus and drawings to a larger scale showing the
more important details, and covered the subject very thoroughly,
his address being much appreciated.
Mr. C. H. Weeks, of the Buckeye Engine Co., Salem, O., ne.xt
followed with a short talk on power house management. The point
which Mr. Weeks most emphasized was that there should be lots
of brains in the power house. Companies install the most e.xpensive
and complicated machinery and yet too often entrust it to the care
of incompetent persons, overlooking the fact that an ignorant or
careless fireman or engineer will greatly increase the cost of oper-
ation and may easily do a vast amount of damage to the equipment.
ANNUAL DINNER.
The annual dinner was held in the evening, 192 guests sitting
down at the tastefully decorated tables. The guest of honor was
Gov. Myron T. Herrick. Mr. H. B. Clegg served as toastmaster
and made the first address of the evening, that introducing the
president-elect, Mr. E. C. Spring. Mr. Spring made his inaugural
address, emphasizing in it the extent of the electric railway interests
in Ohio and the usefulness of the association in protecting these
interests. In conclusion Mr. Spring, on behalf of the association,
presented' to Mr. Clegg a silver loving cup as a testimonial of appre-
ciation of his success in administering the aflfairs of the association
during the past year.
Governor Herrick followed Mr. Spring, tlie principal points of his
address relating to electric railway legislation. Governor Herrick
stated that while he did not approve of an after-dinner speaker read-
ing from manuscript, yet he felt that his position made it important
that he be not misquoted on matters relating to recommended legis-
lation and begged permission to read a statement of his views on this
subject. Governor Herrick's remarks as regards legislation were as
follows :
"Interurban electric railways are getting closer and closer every
day to the status, the business, and the characteristics of commer-
cial steam railways. In a number of recent cases the courts of Ohio
have found it difficult to distinguish between these two classes of
common carriers. In the early days of horse cars, and even later,
when electricity as a motive power was first introduced, street rail-
roads were looked upon as conveniences for the cities alone. They
were purely municipal institutions and no one thought of carrying
their work beyond the public streets. But within recent years the
business of street railroads has been revolutionized. The urban has
become the interurban. So far as the business of these companies
is concerned, municipal boundary lines have become obliterated.
There is scarcely a street railroad line in Ohio that does not run
into two or rnore municipalities ; and if today we should seriously
consider municipal ownership, the first question that would be
asked with respect to nine o>it of ten of the street railroads of Ohio
would be. Which municipality shall own them? So fast indeed has
this business grown, and so active has been the genius and enterprise
of those engaged in it, that the very growth it has enjoyed has
perhaps settled, for the present at least, the question of retarding
it by public appropriation ; for the number of cities and villages now
reached by the interurban roads is so great that municipal ownership
would only serve the purpose of destroying the continuity of the
lines.
"But the progress of this business has gone even further. It has
not only obliterated the boundaries of miuiicipal corporations, but it
has crossed with its network of tracks throughout the country the
lines of counties and states. The interurban railway has become the
short haul carrier for the people.
"Manifestly, therefore, we have lived past the day when these
companies may be regarded as purely local conveniences and con-
trolled solely by local authorities. The legislature of Ohio in recent
years has been recognizing with increasing assurance and convic-
tion the ultimate sameness of all railroad companies, whetlier oper-
ated by steam or electricity, whether operating upon the highways or
upon the private rights of way, and whether called by one name or
another. The general assembly of 1902 granted to interurban com-
panies the power of eminent domain outside of municipalities. The
general assembly of 1904 granted to street and interurban railways,
under certain conditions, the power of eminent domain within mu-
nicipalities ; and the same legislature last winter provided for the
taxation of the property of interurban electric railway companies by
a method identical with that in force with respect to steam railroad
companies. Thus the two kinds of railways are coming closer and
closer to mean one and the same thing. Peering into the future it
does not require mental field glasses to see the day when in fact as
well as in law there will be but one kind of railroad in this country,
and when electricity, which is now coming more and more into use
in the subways and by the steam roads upon tlie urban streets, will
be the only motive power for all.
"Now, what does all this mean? Certainly I am not one of those
who believe in taking away from the mimicipalities of the state the
inherent right of home rule ; and certainly I would not advocate
any plan that would destroy the principal of local government in
so far as it is necessary to protect local interests. But in so far as
interurban railways have ceased to he the concern of a single city
or a single locality, and have come to be the concern of the state
at large. I believe the business in which they are engaged ought to
be regulated and controlled by the state. As interstate commerce is
the concern of the nation at large, so intra-state commerce is the
concern of the state at large; and any agency which thus unites, by
bands of steel, the interests of urban and rural communities, and
conducts a passenger, freight, express and mail traffic between dif-
ferent sections of the state, should be directed and controlled by
some authority which would see that equal justice is done between
all patrons of the lines, whether they live in the city or the country.
Nothing has seemed to me more obstructive of general progress than
the spectacle of an interurban railway line being, on the one hand,
retarded in its work by the caprice or cupidity of local authorities,
or, on the other, practicing discrimination in favor of the people of
one community against those of another, I am not willing to take
from the people of our municipalities the control of their streets or
deprive them of the just return which should be made by those who
use the streets for any public service business. But with respect to
interurban railway lines, which run through a number of municipali-
ties as well as counties, I believe that, for the protection of the peo-
ple and for their safety and convenience, as well as for the pro-
tection of investors in these enterprises, some just and equitable
method should be devised for their control which will avoid the con-
fusion that conflicting interests always entail."
In arranging for the banquet, the entertainment committee of the
association had the able assistance of a committee of the supplymen,
of whom Mr. John F. Ohmer was chairman, and to him was in a
large measure due the perfection of the arrangements.
The supplymen maintained headquarters on the parlor floor at
the Algonquin Hotel. Among those having literature for distribu-
tion or models on exhibition were the Ludlow Supply Co., of Cleve-
land, which besides having its own specialties is now agent for the
Peter Smith Heater Co, of Detroit, and the KalamazOo Railway
Supply Co, ; the W. R. Garton Co., which ha? recently taken agencies
for the Lima Insulator Co. and the Lord Electric Co. railway bonds ;
the Dittrick-Jordan Electric Co. and the Bloomer Bureau. Repre-
senting other railway manufacturers and supply houses were E. B.
Grimes, Ohmer Fare Register Co. ; Ambrose Petry and Frank Den-
ning, Ambrose Petry Co. ; Edwin Van Winkle, Post-Glover Electric
Co.; R. R. Braggins, H. W. Johns-Manville Co.; H. E. Beach,
Sterling-Meaker Co. ; R. R. Fast, Trolley Supply Co. ; George T.
Lewis, Viscosity Oil Co. ; F. M. Nicholl, Taylor Electric Truck Co. ;
D. J. Evans, Continuous Rail Joint Co. ; H. E. Blemker, Cincinnati
Metal Co.; H. W. Cushman, H. W. Cushman Co.; L. O. Duclos,
Massachusetts Chemical Co, ; F. W. Hitchings, Consumers' Rubber
Co. ; C. Wright, Standard Brake Shoe Co. ; R. W. Palmer, General
Electric Co. ; A. G. Olberding, Columbia Foundry Co. ; F. N. Bliss,
Buckeye Electrical Co. ; J. E. Gimperling, jr., W. B. Schaife & Sons
Co. ; M. BleuUen, Columbia Foundry Co. ; R D. Jeffers, Kanawka
Fuel Co. ; Will I. Ohmer, Recording & Computing Scale Co. ; J. A.
Hanna, the J, A, Hanna Co, ; Judson Pratt, Valvoline Oil Co,
The menus for the dinner were handsomely printed and bound in
silk ribbon, and were presented with the compliments of the Audit-
ing-Ticket & Record Co,, of Dayton.
Recent Street Railway Decisions.
EDITED BV J. L. ROSENBERGER, ATTORNEY AT LAW, CHICAGO.
[Tho decisions which have been reported in tlie Lcgfal Dppartnient of ihi; "Stri'ct Railway RotIcw" iiincc IIW3 have bi-m publi«hi>d ".rparale
Kenficld Publisllinjf Co. utultT the title '* Street Railway Law, ' four voIumk-h of which have bi-en printed. Vol. I covern the (x-riod from January. IVM, to January, I*fl7
Vol. n from January. l.S'i7, to July, IS'i'i; Vol. Ill from July, IS'i'i. to April. riOI ; Vol. IV from April. I'ml. to April, I'«i.l. Vol. V i< now m pr.-«.. Hri.
Hhet'p: fuur volunit-s, $1U.UU; NiiiKle vi>lurnc, ^.(X). Hound in l>uckrjni: four volumes, $6,.^; sini^lt- \o1ume, $2.fJ0.1
lely bT the Wind'or A
ary, Hfrt;
Ittfond in
MAY KNl'ORCK MECHANIC'S LIKN AGAINST BUILDING
CONVEYED FOR RAILROAD PURPOSE.S— PRODUC-
lON AND CONTROL OF ELECTRIC POWER FOR USE
UPON TROLLEY SYSTEM A "MANUFACTURING PUR-
POSE."
Hates Machine Co. vs. Trenton & New Brunswick Railroad Co.
(N. J.), s8 At!. Rep. 935. Sep. 30, 1904.
The right to lien a building for materials fnrnishcd tinder the
nieclianic's lien act of New Jersey, the court of errors and appeals
of New Jersey holds, is not rendered unenforceable by the con-
veyance of the property to a corporation for railroad purposes.
The production and control of electric power by mechanical means
and its adaptation for use upon a trolley system is a "manufactur-
ing purpose," within the meaning of the mechanic's lien law.
RIGHT I'O MAKE RULES AGAINST OCCUPATION OF
DANGEROUS POSITIONS BY PASSENGERS— CARE
REQUIRED WHEN OCCUPATION OF SUCH POSITION
IS ALLOWED.
.\ugusta Railway & Electric Co. vs. Smith (Ga.), 4R S. E. Rep. 6Sr.
Oct. 15, 1904.
A railway company, the supreme court of Georgia holds, has the
right to make reasonable rules and regulations prohibiting passen-
gers from occupying positions on its cars considered to be danger-
ous, except at their own risk; but when, notwithstanding such
rules, passengers are permitted, and in some instances required, to
occupy such positions, the company is still under the duty to exer-
cise extraordinary care and diligence for their safety.
POSSESSION OF GONG A MATTER OF COMMON KNOWL-
EDGE.
Story vs. St. Louis Transit Co. (Mo. /Vpp.). S3 S. W. Rep. 992.
Nov. 29, 1904.
Objection to an instruction was made tliat it submitted to the
jury to find whether the motorman negligently failed to give a timely
warning of the approach of the car. Counsel made this inquiry.
"How should the warning be given?" The answer, the St. Louis
court of appeals says, is, "By sounding the gong," which is known
by every one at all familiar with street car traffic to be furnished
on every car for the express purpose of giving warning when
necessary. This is conmion knowledge, ami the jury must be pre-
sumed to have been possessed of it.
INJURY TO CONDUCTOR FROM FAILURE TO PROVIDE
SUFFICIENT CARS— LIABILITY FOR NEGLIGENCE
OF CAR STARTER.
Shaw vs. Manchester Street Railway (N. H.), 58 .^tl. Rep. 1073.
Oct. 4, 1904.
A street railway company's failure to provide a sufficient number
of open cars for the accommodation of its business, the supreme
court of New Hampshire holds, will not entitle a conductor to a
judgment for damages for injuries, even if it be found that the
deficiency was the proximate cause of his injury, where, well know-
ing of such failure, he voluntarily continued in the service, and
thereby assumed the risk of injury from that cause. Furthermore,
to render the company liable to the conductor for the negligence
of the car starter in sending a defective car over the road behind the
car in which the conductor in question w^as employed, the court holds
that it must appear that the car starter was acting in the perform-
ance of a non-dclegabic duty owed by the company to the con-
ductor; or, in other words, that his act was essentially a master's
act, as distinguished from a servant's act. This the court docs not
think it was, when the car starter was not intrusted with the exercise
of any discretion relating to the provision of cars, or the mainte-
nance of them in suitable repair, or the determination of the ques-
tion whctbor cars were suitable for use.
BOARDING OF MOVING TROLLEY CAR.
Murphy vs. North Jersey Street Railway Co. (N. J. Sup.), 58 Atl.
Rep. 1018. July 6, 1904.
Although it cannot be held, as a matter of law, the supreme court
of New Jersey says, that a person who attempts to board a trolley
car while it is motion is negligent, yet, when the fact that the car
is in motion is the sole producing cause of the injury sued for, the
risk of its occurrence is one which the person making the attempt
must be held to have assumed.
EMPLOYE A COMPETENT WITNESS.
Feitl vs. Chicago City Railway Co. (111.), -i N. E. Rep. 991. Oct.
24, 1904.
."^n employe, as for example a motorman, the supreme court of
Illinois holds, is not an incompetent witness, under the statute,
because he is liable over to the company for any damage he may
have caused. Nor does the court consider that he is incompetent
as a witness, when the adverse party is suing as administrator,
under the provision of Section 2 of the act of 1867 that no party
to any civil action, suit, or proceeding, or person directly interested
in the event thereof, shall be allowed to testify therein, of his own
motion or in his own behalf, when any adverse party sues or defends
as the administrator of any deceased person, except in certain speci-
fied cases.
OLD ORDINANCE AGAINST SWINGING OR HANGING
FROM OUTSIDE OF CARS INAPPLICABLE TO PRES-
ENT CONDITIONS.
Frank Bird Transfer Co. vs. Morrow (Ind. .App.), 72 N. E. Rep.
189. Nov. I, 1904.
A city ordinance adopted at the time when all of the street cars
within the limits of the city were propelled by horse power, and
making it unlaw ftil for any person within the corporate limits of the
city "to swing or hang from the outside of any street car," the appel-
late court of Indiana, division No. 2, holds, is not applicable to the
present condition and manner of operating street cars, as in passing
the ordinance the city council did not contemplate the operation of
street cars by electricity, nor did it intend that such ordinance
should apply to the modern summer car with a running board.
NOT AN ADDITIONAL BURDEN ON STREET.
Budd vs. Camden Horse Railroad Co. (N. J.), 59 Atl. Rep. 229.
Nov. 14, 1904.
A double-track street railway was constructed in the northerly
half of a road 33 feet in width, pursuant to a city ordinance The
poles carrying electric wires were close to the outer line of the
street on which the plaintifT's land abutted, and the ties extended
to within two or three feet of that line. No sidewalk had been
built. The court of error's and appeals of New Jersey holds that
the construction of the railway did not constitute an additional
116
STREET RAILWAY REVIEW.
[Vol. XV, No. 2
servitude, and that the abutting owners — owners of the soil of the
highway — could not maintain ejectment against the railway com-
pany.
WHAT CONSTITUTES DUE CARE IN A PERSON AP-
PRO.A.CHING A TRACK— REASONING CANNOT TAKE
THE PLACE OF POSSIBLE OBSERVATION.
Goldman vs. Milwaukee Electric Railway & Light Co. (Wis.), lOl
N. W. Rep. 384. Nov. 15, 1904.
Due care in approaching a railway track, the supreme court of
Wisconsin says, can be satisfied only by the full use of the senses
of sight and hearing at the last moment of opportunity before pass-
ing the line between safety and peril. The last moment for such
observation in this case was just before the plantiff's horse stepped
upon the track on which the plaintiff knew a car was approaching,
the evidence being undisputed that the movement of the horse was
so slow and so without momentum as to approximate the plaintifT
almost exactly to the situation of a foot passenger, as to whom the
single step onto the track is negligence unless, before taking it, he
assures himself, by observation, of its safety, if the view is unob-
structed. Reasoning is not due care when opportunity for observa-
tion exists. It is only when deprived in some degree of such oppor-
tunity that one may, consistently and with due care, rely on his
judgment as to chances. Neither can he rely on any assumption that
the car is moving at a reasonable, or any other, rate of speed, where
he has opportunity to observe the contrary. However, no right of
way existed in favor of the plaintiff when, as established by the
result, some diminution of the speed of the car was necessary to
enable him to pass in safety.
STRIKING BY END OF CAR OF PASSENGER WHO HAS
JUST ALIGHTED TO TRANSFER TO ANOTHER CAR.
Walger vs. Jersey City, Hoboken & Paterson Street Railway Co.
(N. J. Sup.), 59 Atl. Rep. 14. Nov. 7, 1904.
A passenger disembarked from a car for the purpose of trans-
ferring to another car of the company, a ticket enabling him to do
so having been furnished him on the car upon which he first took
passage. The point from which he alighted was the proper transfer
point. After getting off the car, and as he was about to cross over
to the other car, or while he was doing so, the car which he had left
started to go around what was described as "the loop," and its rear
end struck him, knocked him down, and injured him. According
to his story, the accident happened immediately after he got off of
the car, and before he had taken a single step away from it. In this
situation of the case, the supreme court of New Jersey says, it was
manifestly proper for the trial judge to refuse to nonsuit. Again,
the court says that the man was still a passenger of the company
when he was struck. If he was taking the most direct course from
the car which he had just left to the car upon which he was about
to embark, it was for the jury to say whether he was not entitled
to believe that he was safe in doing this, or, at least, that he would
not be put in jeopardy by anything done by the company while taking
this most direct route. It was also for the jury to say whether the
operation of the car, under the conditions disclosed, was not a
negligent operation, and the violation of the duty which the com-
pany owed to the man as its passenger.
CARE REQUIRED TO AVOID KILLING DOGS.
Moore vs. Charlotte Electric Railway, Light & Power Co. (N. C),
48 S. E. Rep. 822. Nov. 22, 1904.
Dogs, the supreme court of North Carolina says, are known ordi-
narily to be able to take care of themselves amidst the dangers inci-
dent to their surroundings. Where a horse, or a cow, or a hog,
or any of the lower animals would be killed or injured by dangerous
agencies, the dog would extricate himself with safety. Besides, the
court says that it knows of common knowledge that within that
jurisdiction, at least, there is scarcely a household without a dog or
dogs, that they are found in every street and public place, no limita-
tion being put upon their free movements, and by the hundreds they
daily pass in the cities and towns over the street railway track
where and as often as they please. If, therefore, it should be re-
quired that motormen in charge of these cars should exercise the
same degree of care to avoid running over a dog that the law re-
quires of them to avoid injury to other animals, the public con-
venience of rapid transit in populous communities would be seriously
impaired, and all business interests made to suffer. As the de-
fendant's counsel said in their brief, "The dog would be absolute
master of the situation, and would force the electric cars out of
business." The rule, the court is satisfied, should be that street
railway companies, when their cars are properly equipped, should not
be held liable in damages for the killing of a dog by one of the
street cars in motion, unless it was done under such circumstances
as to justify the conclusion that the killing was done either willfully,
wantonly, or recklessly.
CONSTRUCTION OF CONTRACT TO PAY A CERTAIN
SUM ON FAILURE TO OPERATE ROAD ONE-HALF
OF FRANCHISE PERIOD.
Santa Fe Street Railway Co. vs. Schutz (Tex. Civ. App.), 83 S. W.
Rep. 39. Oct. 26, 1904. Rehearing denied Nov. 23, 1904.
The street railway company entered into a contract which stated
that, whereas the said Schutz, for the purpose of enhancing the
value of his real estate along the line of the railway had expended
$1,481.07 for and on account of the railway enterprise, and, moved
by the same inducement, promised, on certain conditions, to pay to
the company the further sum of $2,000, and had paid the same, the
companj', in consideration thereof, agreed that during one-half of
the period named in its charter (50 years) the street railway should
be operated in good faith throughout the entire line, and not aban-
doned or removed, or any part thereof, and that in the event of a
failure to maintain or operate it as aforesaid from any cause, the
sum of $3,481.07, with lawful interest from the failure aforesaid,
should be paid to said Schutz, who was to have a lien upon all the
property owned by the company, and, in the event of his suing to
foreclose his lien, should have such reasonable attorney's fees as the
court might allow. The court of civil appeals of Texas holds that
the agreement on the part of the street railway company to pay
Schutz the sum of $3,481.07 in the event of its failure to perform its
contract should be construed as one for the payment of liquidated
damages, and not as merely a penalty, upon which no recovery could
be had, unless actual damages for the breach were alleged and proven.
It further holds that the very terms of the contract completely nega-
tived the idea that the company was only obliged to maintain and
operate the street railway any 25 years of the 50 years covered by
its charter. The maintenance and operation of the line of street
railway was, with the exception of certain contingencies to be pro-
vided for, to be continuous; and it could not be doubted that it was
to continue from the time the contract was executed until one-half
of the period (25 years) of the existence of the company's charter
should expire.
BOARDING CARS IN BARN.
Gleason vs. Metropolitan Street Railway Co. (N. Y. Sup.), 90 N. Y.
Supp. 1025. Dec. 9, 1904.
It appeared in this case that the place where the plaintiff at-
tempted to board a car and was injured was inside of the barn or
shed, and not upon the street, and it was claimed by the defendant
that passengers were not received at that point, and that the driver
of the car had no notice that the plaintiff was attempting to board
the car when he started the same. It became a material question,
therefore, the first appellate division of the supreme court of New
York says, whether passengers were received at this place. If they
were, then it would not be disputed but that the defendant owed a
duty to the plaintiff to see that he was given a reasonable oppor-
tunity to board the car at that place. The plaintiff sought to show-
it was customary for the defendant to receive passengers at this
point. He was asked : "Had you gotten on cars at that place be-
fore?" "Do you know what the custom was at that time with regard
to passengers boarding cars at that point?" Both questions were
objected to and the objections sustained. But the court holds that
these questions were proper and competent, and bore upon a mate-
rial issue in the case. It says that the first question called for a
fact as to whether the plaintiff had boarded cars at that place. If
he had, then it would have been preliminary to the question as to
the length of and number of times and the circumstances which
Fed. is, 'QOSl
STREET RAILWAY REVIEW.
117
had attencletl his taking the car at that place, and therefrom, if it
had been made to :ii)i)car, as it might, that the defendant had re-
ceived the plaintiff as a passenger at that point and carried him
therefrom for any considerable period of time, dependent upon the
lumiber of times, il miRlit have such probative force as to authorize
a finding tiiat the defendant had knowledge that the plaintiff cus-
tomarily took the car at that point, and thereby arrive at the con-
clusion that it owed him the same duty as a passenger boarding the
car at that point as it would the reception of passengers at other
points. Upon (he proof, as it stood, it appeared that one passenger
had preceded him into the car, and, if this had been followed by
showing a habit of the plaintiff to take the car at this place, it might
require a submission of the case to the jury. The custom in this
respect could be established by his own evidence, as well as by others.
The second question was also competent.
LIABILITY FOR INJURY TO PASSENGER DISCHARGED
IN UNSAFF. PLACE IN STREET OR ON PRIVATE
RIGHT OF WAY— DUTY WHERE PLATFORMS ARE
CONSTRUCTED OR ADOPTED — AS TO CONTRIB-
UTORY NEGLIGENCE ON PART OF PASSENGER— IN-
VITATION 'l"0 ALIGlir AUTHORITY TO DO SO.
Topp vs. United Railways & Electric Co. of Baltimore (Md.), 59
Atl. Rep. 52. Nov. 17, 1904.
That a street railway is not liable, as a carrier, to the passenger
for the condition of the street upon which he alights, the court
of appeals of Maryland says, is undoubtedly correct, as a general
proposition, though there are cases where it becomes the duty of
the street railway to warn its passengers of the unsafe condition
of the street, known to those in charge of its car, but unknown or
not plainly discoverable to the passenger, and to assist the passen-
ger in alighting.
In this case, however, at the place where the car stopped and
the plaintiff was injured in alighting the railway was not upon a
city street, but upon its own private right of way — a fact which,
the court says, at once broadly discriminated this case from all
those relied upon by the company, and which effectually deprived
it of recourse to the exemption from liability above mentioned.
Where, as in this case, the street railway owns and controls the place
where the accident occurs, and has either constructed or adopted
platforms provided for the regular receipt and discharge of passen-
gers, the reason for the rule as to such places ceases, and the
rule must cease to operate as such. The court can perceive no
reason, upon principle, why, as to the place of this accident, this
defendant should not be held to the same liability, as regards a
passenger, as a steam railroad. It is firmly established that the
relation of passenger does not cease upon the arrival of a train at
the passenger's destination, but continues until he is afforded an
opportunity safely to alight.
When, therefore, this defendant entered into the occupation of its
own right of way, under its own exclusive control, it subjected itself,
as respecting the receipt and discharge of passengers upon that
right of way, to the duty imposed by the rule stated. It might have
required passengers for Chelsea Terrace to get on and off at the
intersection of that Terrace with Clifton Ave., thus alighting upon
the public street, if unwilling to assume the burden of that rule.
If it had undertaken to receive and discharge passengers upon the
embankment of its own right of way, where the car in question
stopped (which was an unsafe and dangerous place to let passengers
off), witliout any platform or other provision for their safety, it
vv'ould have neglected the duty imposed by that rule. Having either
constructed or adopted certain platforms, it so far complied with
that rule, since it could not be material whether the company built
or adopted the platforms ; and it has been held that the adoption
of a platform neither owned nor constructed by the company cre-
ates an implied contract that passengers may rely upon its use.
The rule imposes the duty not only to provide, but to use, safe
means of passage from the car.
If the passenger knew, or. should have known in the exercise of
ordinary care and prudence, that she was about to alight upon a
steep slope, and that her foot, in stepping from the car, could not
reach the ground, she would be negligent in taking the risk; but if.
after looking as she said she did, she could reasonably believe she
would alight upon a safe surface within reach of her foot in step-
ping down, she would not be negligent. While the conductor was
negligent in not stopping at the platform, it would be unfair to
him to assume that he knew she could not safely alight on the
embankment, and recklessly permitted her to attempt it ; and if he,
an experienced employe of the railway, presumably familiar with
the place, did not perceive danger in such attempt, it would surely
not be reasonable to deny to a woman unacquainted with the place
the benefit of the same presumption. Moreover, the implied invita-
tion of the conductor to alight at that place could not be overlooked
in passing upon the plaintiff's alleged negligence. This was a
question of fact to be determined from the conductor's action and
conduct, as well as from express words. It has been held in
numerous cases that an invitation by one in charge of the train
to alight at a place other than the station is held sufficient authority
for the passenger to do so.
POWER TO CONDEMN LONGITUDINALLY FOR SECOND
TRACK A STRIP OF LAND ALONG RAILROAD—
WHAT CONSTITUTES A RELOCATION.
Chicago & Milwaukee Electric Railroad Co. vs. Chicago & North-
western Railway Co. (III.;, 71 N. E. Rep. 1017. Oct. 24, 1904.
Condemnation of a strip of land for another track parallel to the
line of road purchased and being operated by the electric railroad
company, the supreme court of Illinois holds, was not in violation
of the provisions of the state constitution forbidding any railroad
corporation consolidating its stock, property, or franchises, with
any other railroad corporation owning a parallel or competing line.
The court does not think that the laying of another line of road
upon the same right of way, where the company building the new
line, already has one line, is to be deemed the construction of a
parallel or competing line, within the language of the constitution.
It says that the right of way owned by the electric railroad company
was 25 feet in width. It had the right, under the statute, to con-
demn a right of way 100 feet in width. The acquirement of a
25-foot right of way did not exhaust its power, but it possessed
the right to condemn additional right of way up to the statutory
limit; and the fact that it appeared that upon this additional 25-foot
strip of right of way it proposed to construct a line of railroad in
accordance with the terms of its charter, it seems to the court,
simply meant that the additional track was to be operated in con-
junction with the existing track as a double-track railroad, and
not as a parallel or competing line, within the meaning of the
constitution. The statute contemplates that a railroad company
shall have the right to lay as many tracks as it sees fit upon its strip
of right of way 100 feet or less in width. As long as its tracks
are all laid upon that one right of way, the question of parallel or
competing lines does not arise.
It was urged that the company exercised its power to locate the
line of road when it purchased a line already located, and that,
the power of location having been thus exercised, it was exhausted.
and the company was without power to locate a line on the addi-
tional 25 feet which it sought to condemn, and, being without
power to locate a line there, it was without power to condemn land
for a line which it could not locate. But the court says that in
each of the cases cited in support of this position it would be found
that the court had in contemplation such a change or relocation as
would require the use of an entirely different and distinct right
of way. Changing the tracks of a railway from one side to an-
other of a right of way strip 100 feet or less in width is not to be
regarded as a relocation. To constitute a relocation, it is necessary
that the new line should be projected, in whole or in part, over
and upon ground not included within the original right of way or
its additions ; the whole of that right of way and additions not
exceeding 100 feet in width.
It %vas conceded that a railroad company cannot appropriate or
condemn a strip off of the right of way of another railroad com-
pany longitudinally. But the court is disposed to the view that
the authorities announcing the doctrine that one railroad company
cannot condemn longitudinally the right of way of another, had
reference only to the right of way of the width which the railroad
company is authorized by the statute to condemn. A 50-foot strip
of land owned by the railway company and adjoining its 99-foot
strip, but being no part of it, was not exempt from condemnation
on the theory that it was part of the right of way. If it were
Ii8
STREET RAILWAY REVIEW.
[Vol. XV, No. i.
within the 99-foot strip, it would be exempt, whether actually
needed by the owner for railroad purposes or not, so long as the
owner was engaged in the business for which it was chartered.
Being outside the (jg-foot strip, the question of its exemption de-
pended upon other considerations. It being evident that the rail-
way company owning it did not need it then, and would not need
it in the immediate future, while the electric railroad company
needed it then for a present public purpose, for which it had the
power to acquire a right of way by condemnation, tlie remote
and uncertain needs of the railway company owner must yield to
the present and certain right of the electric railroad company.
LIABILITY FOR INJURY TO BOY PERMITTED lO RIDE
ON FRONT PL.'XTFORM AND JUMPING, OR REQUIRED
TO JUMP. OFF MOVING CAR— "TURNTABLE CASES"
NOT APPLICABLE TO CARS— ADMISSIBILITY AND
EFFECT OF ORDINANCE PROHIBITING JUMPING
OFF MOVING CARS.
Denison & Sherman Railway Co. vs. Carter (Tex.), 82 S. W. Rep.
-82. Nov. 7, 1904.
There was some testimony in this case that certain boys got on
a car with permission of the motorman, who also acted as con-
ductor, and were permitted to ride a short distance for having
turned the trolley pole, when one of them, a boy ten years old,
was injured by jumping off of car, by order of the motorman or
otherwise. It was contended that negligence of the motorman or
driver of the street car in permitting a child to ride upon such
car when such permission is granted to subserve the purpose of the
driver individually, and not in transacting the business of the owner
of the car, does not render such owner liable for the injuries
to the child in getting on or off the car. But the supreme court of
Texas says that the fallacy of this contention lies in the assumption
that, 'because the servant permitted the boys to ride for an improper
reason, in running the car he was not acting for the master. If, in
the control and management of the car, he was guilty of negli-
gence which caused the injury to the boy, the company was respons-
ible.
There are authorities, the court goes on to say, which warrant
the proposition that there might be actionable negligence in permit-
ting an immature child, incapable of caring for its own safety, to
ride in such a position, when it has received an injury proximately
resulting from that fact — as when it has fallen from the platform,
or has been led by its childish impulses to jump therefrom. It is
held that it may be negligence in those managing a car to allow
such a child to incur the risks incident to riding in so exposed a
position, and also in not exercising a careful w-atch and restraint
over it while so riding. This court makes no question as to the
soundness of these doctrines when applied to some states of fact,
but it does not see their application here, because, it says, no injury
resulted to the boy from riding on the platform. He was hurt in
jumping off, and under the facts peculiar to this case its decision
turned upon the question as to the negligence or not of the motor-
man in causing or permitting him to do that. He did not fall
from the platform nor jump off because the motorman lost sight
of him, but claimed that he was caused to jump by the motorman.
His own act in jumping was the proximate cause of his injury, r.nd
the question was solely as to the legal responsibility for that act —
whether it was his or should be imputed to the company because
of negligence on the part of the motorman in causing or permitting
it. That was the question that should be submitted with proper
instructions to enable the jury to determine it.
Again, the petition claimed that there was negligence in admit-
ting the boy to the car at all. This complaint was apparently based
upon the doctrine of the "turntable cases" and others in which lia-
bility was fixed upon the owners of dangerous machinery because
of enticements or invitations made out to children to expose them-
selves to the dangers incurred in being in or about such places.
But it seems to \'. e court that doctrine is inapplicable to the mere
act of allowing children to get upon cars fitted up and used for
the conveyance of all classes of persons, young and old, experi-
enced and inexperienced ; and that actionable negligence must con-
sist in something more — such as want of proper care in guarding
the safety of those entering such vehicles, in getting on or off, or
in traveling on them.
Moreover, the court thinks that an ordinance should have been
admitted in evidence which provided that: "Any person, not being
a regular employe or officer of the railway company who shall,
within this city, jump on or off, cling to or hang on any street
railway car while the same is in motion, shall be deemed guilty of
a misdemeanor, and upon conviction thereof shall be fined not less
than two dollars nor more than one hundred dollars." The court
says that the objection that there was no evidence or offer of
evidence that the boy "had discretion sufficient to understand the
nature and illegality of the act constituting the offense" was not
urged in the trial court. Besides, he testified before the jury con-
cerning the transaction on which he based his right to recover,
and whether or not he had the requisite degree of intelligence was
a question for the jury. Furthermore, the facts were in dispute,
and the jury might have found that the boy got on and off the car
without the consent of the motorman and as a trespasser. If this
were true, the ordinance inight not be necessary to the protection
of the company, but it was still, the court thinks, entitled to have
it admitted in evidence, and its effect explained to the jury. The
court is further of an opinion that a plaintiff complaining of an
injury caused or contributed to by his violation of a valid ordi-
nance of tliis character should not be allowed to recover damages.
TRANSFERS REQUIRED BY STATUTE IN CASE OF
LEASE BY ONE COMPANY TO ANOTHER— ONLY
ONE PENALTY RECOVERABLE IN ONE ACTION.
Griffin vs. Interurban Street Railway Co. (N. Y.), 72 N. E. Rep.
513. Nov. 29, 1904.
The New York railroad law provides that any railroad corporation
or any corporation owning or operating any railroad or railroad
route within the state may contract with any other such corporation
for the use of their respective roads or routes, or any part thereof.
Section 104 reads : "Every such corporation entering into such
contract shall carry or permit any other party thereto to carry
between any two points on the railroads or portions thereof em-
braced in such contract any passenger desiring to make one con-
tinuous trip between such points for one single fare, not higher
than the fare lawfully chargeable by either of such corporations
for an adult passenger. Every such corporation shall upon
demand, and without extra charge, give to each passenger
paying one single fare a transfer, entitling such passenger to one
continuous trip to any point or portion of any railroad embraced in
such contract, to the end that the public convenience may be pro-
moted by the operation of the railroads embraced in such contract
substantially as a single railroad with a single rate of fare. For
every refusal to comply with the requirements of this section the
corporation so refusing shall forfeit fifty dollars to the aggrieved
party. The provisions of this section shall only apply to railroads
wholly within the limits of any one incorporated city or village."
The court of appeals of New York holds that' this section was
intended by the legislature to apply to, and covers, the case of a
lease by one railroad of the lines of another.
The court further says that it is quite obvious that the legislative
intention to permit the recovery of cumulative penalties for refusals
of the defendant to comply with the provisions of the railroad law
in regard to the transfer of passengers is as clearly manifested as in
any of the cases cited. Notwithstanding this fact, a majority of the
court are of opinion that, while the rule for the recovery of cumula-
tive penalties is firmly established by the earlier decisions of this
court, yet the changed conditions in the modern life in our great
cities render its modification imperative. There have been pre-
sented at the bar of this court civil and criminal cases where the
aggregate penalties sought to be recovered have amounted to enor-
mous and well-nigh appalling sums by reason of plaintiffs permitting
a long period to elapse before beginning actions. Actions of this
nature have become highly speculative, and present a phase of liti-
gation that ought not to be encouraged. The court is of opinion,
that, if cumulative recoveries are to be permitted, the legislature
should state its intention in so many words ; that a more definite
form of statement be substituted for the words hitherto deeined
suflicient. The court says that it intends no reflection upon the
plairrtiflfs in the cases here under consideration, but is dealing with a
great abuse which demands immediate correction. A sound public
policy requires that only one penalty should be recovered in a single
action, and that the institution of an action for a penalty is to be
regarded as a waiver of all previous penalties incurred.
Feb. is, "905]
STREET RAILWAY REVIEW.
119
Fine Type <»f Scini-C.onvcrtiblc Car for Lan-
ca.stcr & ^'i)i"k I'lirnace.
'I'lic I^uicaslcr 8( York Furnace Railway Co. has recently received
from tlie J. G. Brill Co. a combination passenger and baggage car
like the one shown in the engraving. The railway company operates
a line connecting Lancaster and York Furnace, a distance of al)out
12 miles, through a populous country, and the car shown admirably
SEMI-CONVERTIBLE CAR FOR LANCASTER Si YORK FURNACE.
meets the conditions. It is mounted on Brill No. 27-G trucks, which
are particularly adapted to such service, and also has the builders'
semi-convertible window system, which makes the car light and
attractive in winter, and in summer, when the windows are raised
into the roof pockets, gives an open appearance, as well as plenty
of frcsli air. The baggage compartment at the end in no wise de-
tracts from the comfort of the passengers. Parks at York Furnace
Station and Pequca are reached by the company's lines.
The general dimensions are as follows : Length over end panels,
20 ft. ; over crown pieces and vestibules, 38 ft. S in. ; panel over
crown piece, 4 ft. 8/2 in. ; width over sills, 7 ft. lo;.^ in. ; over posts
at belt, 8 ft. 2 in. ; sweep of posts, 1^ in. ; side sill size, 4.34 -^ 7M '" ;
end sill size, S'A x6j^ in.; sill plates, 5^ x 12 in,; thickness of corner
post, 3.}4 in. ; side post, 354 in. ; length of seats, 36 in. ; width of aisle,
22 in. The interior is finished in cherry, with ceilings of decorated
birch. The trucks have a wheel base of 4 ft., wheel diameter of
33 in., and 4-in. axles. Brill angle iron bumpers, radial drawbars,
ratchet brake handles, "Dedenda" gongs, "Retriever" conductors'
bells, "Step-over" seats, armrests, and door controlling devices are
included in the furnishings.
Third Rail Bonds on the Long Island R. R.
Some e.xtremely interesting work is now being carried out by
Westinghouse, Church, Kerr & Co., on the Long Island R. R. in
connection with the change to electric motive power and among the
novel and important features are the conductor rail, the bonds and
the method of their application to the rail.
The rail is of special design, weighing 100 lb. per yd. and having
a web i'/- in. thick. To bond this rail up to its full carrying capacity
with modern compressed terminal bonds was quite a prob-
lein, inasmuch as the web was too thick a section in which
to bore holes through and compress terminal studs. It was
therefore necessary to put all bonding on the base of the
rail.
The approximate electrical carrying capacity of this rail
is equivalent to 1,500,000 cm. copper, and to apply that
amount of copper in two bonds was impracticable, as the ^^-
size of terminal studs required for bonds of 750,000 cm. ^-^^
section would be so large as to cut away practically all of
the rail base. It was therefore decided to apply four
bonds, one overlapping the other, on each edge of the rail
base.
The inner, or short bond, is of 350,000 cm. section with
terminals 7/i in. in diameter, 7 in. long between centers of
terminals when straight, and formed to 5 in. The outer
bond is of 400,000-c.m. section with terminals % in. in
diameter, i2]4 in. long between centers of terminals when
straight, and formed to 10 in.
The configuration of the body portion of the bonds is
such as to make one fit into the other, allowing proper
clearance between the l)ody of the outer bond and the terminal heads
of the inner bond, as well as for any movement of the flexible body
during expansion and contraction.
Both sizes of bonds arc of the form known as the "Protected"
rail bond type L-3, being made with special beveled heads conform-
ing to the bevel or slope of the rail base, so that when the compress-
ing tool is applied the bearing lines of the under part of the ter-
minal block and the upper end of the terminal stud arc parallel,
give the compressing tool a firm bearing on the ma-
terial and permit the compressing pressure to to be
exerted directly parallel with the axis of the terminal
stud.
It was considered that drilling the holes for these
bonds with any drilling apparatus now on the
market would be a tedious and expensive operation,
and accordingly there was designed and perfected
hydraulic apparatus for doing this class of work.
The hydraulic punch for cutting the bond holes is
of 100 tons capacity, and is so constructed and ad-
justed as to balance itself on the rail at a right angle
with the top surface of the rail base. This angle is
usually 13 degrees with the horizontal. The ram
and cutting punch of this fool are in the bottom, and
in operation the punch starts to cut the hole upwardly from the un-
der side of rail base and at right angle with the upper surface of the
base. The female die bears against the top surface of the base, and
is about % in. larger in diameter than the punch, giving a tapered
hole, larger at the top.
Aiter the holes are cut the bond studs are inserted from under-
neath and a 3S-ton hydraulic compressor is used for expanding the
terminal studs. These compressors are so arranged as to enable
the operator to draw the bond up close to the under surface of the
rail base, giving the shoulder or base of the terminal a proper con-
tact with tlie rail. While held in this position the compressing ram,
operating downwards, forces the copper terminal back into the hole
against the taper. With the 35 tons exerted by this tool it is pos-
sible to compress the copper terminal to about 80 per cent of its
original size. It is even possible to continue compressing after the
copper is flush with the rail, and thereby stretch and swell out the
edge of the rail proper; this is of course neither desirable nor neces-
sary, and mention is made of it merely to show the power of this
compressing tool. This enormous pressure is produced with only
one of the operator's hands, applied to the pumping handle. It is
claimed by the designers of these tools that one man with a boy
helper can punch 20 holes per hour, or 200 holes per day, with the
lOO-ton tool, which is more than five times the number of holes that
can be drilled by any hand drilling apparatus.
One man with a boy helper to insert the bonds in the punched
holes can compress 300 terminals, or 150 bonds per day.
The rail bonds for this work, and the hydraulic apparatus, were
designed and supplied by the Mayer & Elnglund Co., of Philadelphia.
♦-•-♦
During January the New York subway handled about 400,000
passengers daily.
RAIL SECTION AND BONDS FOR lONG ISLAND R. R.
120
STREET RAILWAY REVIEW.
LVui.. XV. Xu. J
Personal.
MR. J. G. McMICH.'\EL, president of the Atlas Railway Siipplv
Co., of Chicago, with his wife, is making a trip through Cuba.
MR. CLARENCE G. WHERRY has been appointed traffic man-
ager of the Indian Territory Traction Co., with headquarters at
South McAIester, I. T.
MR. JOHN H. FISHER has been appointed general manager of
the San Bernardino Valley Traction Co., San Bernardino, Cal., vice
Mr. A. C. Denman, jr.. resigned.
MR. F. E. SMITH, auditor of the Chicago Union Traction Co..
with his family, sailed from New Orleans, La., Saturday, February
lilh, for a trip of three or four weeks in Cuba.
MR. CH.\RLES E. HOTT has been appointed master mechanic
of the Columbus Railway & Light Co., Columbus, O. Mr. Hott
entered the employ of the company in 1892 as a carpenter.
MR. GUY A HAG.\R has been appointed sales agent of the
Weber Railway Joint Manufacturing Co., of New York, with head-
quarters in the Frisco Building, St. Louis, Mo.. cfTective Febru-
ary 1st.
MR. A. L. DRUM, general manager of the Indiana Union Trac-
tion Co., Anderson, Ind., has resigned this position to become gen-
eral manager of the Chicago & Milwaukee Electric Railroad Co.,
Chicago.
MR. RICHARD McCULLOCH, assistant general manager of the
St. Louis Transit Co., delivered a lecture on "The Evolution of the
Street Railway," in Memorial Hall, Washington University, Janu-
ary 31st.
MR. R. A. WHITE has resigned his position as engineer in the
Birmingham, Ala., office of Ford, Bacon & Davis, to become engi-
neer and assistant manager of the Mobile Light & Railroad Co..
Mobile, Ala.
MR. W. E. MUSE, formerly connected with the general offices
of the Heine Safety Boiler Co., St.' Louis, Mo., has been appointed
manager of the Boston office of this company, vice Mr. E. S. Mc-
Gregory, resigned.
MR. T. W. SHELTON, electrical engineer of the Northern
Ohio Traction & Light Co., has been appointed general superinten-
dent of the Fort Wayne & Springfield Railway Co., with head-
quarters at Decatur, Ind.
MR. FRED L. LUCAS, general manager of the Bloomington,
Pontiac & Jolict Electric Railway Co., Pontiac, 111., called on the
"Review" recently when in Chicago. Mr. Lucas stated that his road
would be open for operation in February.
MR. CHARLES R. MORLEY, general manager of the Stark
Electric Railroad Co., has left for a four months' trip through Egypt
and up the Nile. Prior to his departure, the employes of the com-
pany made him a present of a very fine watch.
MR. A. S. RICHEY has been appointed chief engineer of the
Indiana Union Traction Co., Anderson, Ind., and will henceforth
have charge of the track and roadway, in addition to the duties of
his old position, which was that of electrical engineer.
MR. G. G. ROSE, local agent of the Pennsylvania & Mahoning
V'allcy Railway Co., at New Castle, has been appointed general
freight and passenger agent of the company, with headquarters at
Voungstown, O. He succeeds the late Mr. Fred Carpenter.
MR. T. DeG. BRABSTON has been appointed assistant freight
traffic manager of the Birmingham Railway, Light & Power Co.,
of Birmingham, Ala., an office recently created. Mr. Brabston was
promoted from the position of chief clerk to the superintendent of
the railway department.
MR. HOWARD ELDRIDGE, auditor of the Indianapolis &
Northwestern Traction Co. since it was opened to traffic, has re-
signed to accept a similar position with the Great Northern Power
Co., at Duluth, Wis. He is succeeded at Lebanon by Mr. E. M.
Boykin, of Philadelphia.
MR. ISAAC SMITH has been appointed chief engineer of tlie
Cincinnati, Dayton & Toledo Traction Co., with headquarters at
Trenton, O. Mr. Martin Schoenhalls has been appointed master
mechanic of this company, with headquarters at Trenton, vice Mr.
L. M. Sheldon, resigned.
MR. EDWIN HALLIDAY has resigned his position as superin-
tendent of the Cairo Electric & Traction Co., Cairo, III., and the
duties of that position will be divided between Mr. Wood Ritten-
house, chief engineer, and Mr. Edwin T. Aisthorpe, chief clerk to
the general manager. Mr. Rittenhouse will have charge of car
barns and electrical equipment, while operating matters will be
looked after by Mr. .-Visthorpe.
MR. WILLI.^M R. KING, consulting engineer, formerly of 39
Cortlandt St., New York, has become associated with Sanderson &
Porter, 52 William St., New York, January i6th, in the company's
general practice as consulting engineers and contractors for the de-
velopment of railway, light, hydraulic and power propositions.
MR. C. O. SIMPSON, secretary and auditor of the Birmingham
Railway, Light & Power Co., has been retained as consulting auditor
by the Meridian (Miss.) Light & Railway Co., and will open the
books for that company in accordance with the Street Railway
.Accountant's standards, and advise concerning the accounting depart-
ment.
MR. ROBER r T. GUNN has resigned as general superintendent
of the Norfolk (Va.) Railway & Light Co. to become general man-
ager of the Lexington Railway Co., Lexington, Ky., vice Mr. Thomas
Fitzgerald, jr., resigned. Mr. Fitzgerald has been appointed assist-
ant to the vice-president of the Cincinnati Traction Co., Cincin-
nati, O.
MR. CHARLES M. UL.-^CK, chief engineer of the Metropolitan
Street Railway Co., Kansas City, Mo., has been appointed general
manager. He will retain the title of chief engineer, in which capac-
ity he has served since Sept. 1, 1904. The title of general manager
has heretofore been held by Mr. Bernard Corrigan, president of the
company.
MR. GUY C. B.ARTON has been elected president of the Omaha
& Council Bluffs Street Railway Co., to succeed the late Mr. Frank
Murphy. Mr. Barton was first vice-president before his recent elec-
tion and has been succeeded in that position by Mr. G. W. Wattles.
Mr. M. F. HopRins, of Columbus, O., was elected second vice-
president.
MR. HENRY C. MORTIMER, JR., of the General Electric In-
spection Co., has joined the New York office staff of the Crocker-
Wheeler Co. He will assist Mr. F. B. DeGrass, manager of that
office, and will succeed Mr. A. J. Thompson, who has accepted a
position with the New York branch of the Bullock Electric Manu-
facturing Co.
MR. CHARLES M.\RK has resigned as master mechanic of the
Pennsylvania & Mahoning Valley Railway Co., at Youngstown O.,
to become master mechanic of the Sheboygan Light. Power & Rail-
way Co., Sheboygan. Wis. Prior to his service with the Peimsyl-
vania & Mahoning Valley Railway Co., Mr. Mark held similar posi-
tions with the Aurora, Elgin & Chicago Railway Co., and the Albany
& Hudson Railroad Co.
MR. EUGENE KLAPP, until recently division engineer of the
New York Rapid Transit Commission, has been appointed consult-
ing engineer of the Brooklyn Rapid Transit Co. Mr. Klapp is a
native of Orange, N. Y., and a graduate of Columbia University
School of Mines. In 1889 he was appointed chief engineer for the
South Side Elevated Railroad Co., of Chicago, and in i8g8 he was
chosen captain of volunteer engineers in the Spanish-.American War.
After the war, he became manager of the National Constructing Co.,
of New Orleans.
MR. A. C. FROST, president of the Chicago & Milwaukee Elec-
tric Railroad Co., has been elected president of a new company
formed to take over the property of the Alaska Central Railway
Co., which is being built from Seward on Resurrection Bay north-
wardly to the head of navigation on the Tanana River, a distance
of 463 miles. There is also a branch 30 miles long to the Matenuaka
coal fields. The other officers of the company are: General manager
and chief engineer, W. B. Poland, formerly connected with the Balti-
more & Ohio; engineer of construction, J. B. Cameron; engineer of
surveys, George A, Kyle; purchasing agent, Frank Brown; treas-
urer, F. H. Stewart. The general offices are at Seattle, Wash., and
Seward, Alaska.
MR. R. W. KING has assumed charge as general manager of the
Rapid Transit Co. of Chattanooga, Tenn., succeeding Mr. H. M.
Littell. Mr. King was formerly at Chattanooga as superintendent of
this company. Before going to Chattanooga Mr. King was superin-
tendent of the Wilmington & New Castle Electric Railway Co.,
connecting Wilmington and New Castle, Del., in which capacity he
served four years, becoming superintendent of the Rapid Transit
Co. at Chattanooga in 1901. A year later he resigned this position
and until he returned to Chattanooga as manager was engaged in
[•"hd. IS. "'"S-
STREET RAILWAY REVIEW.
121
electric liglil work. The Rapid Transil Co. has termini at Ninth
and Market Sts and at Broad and Ninth Sts., in Chattanooga, and
operates lines to all the suburban towns, a line to Chickamaiiga
Park and two inclines up Lookout Mountain, one to the Lookout
Inn and the other to the Point Hotel, and also an electric railway
nn lop of Lookout Mountain.
MR. ARTHUR L. LINN, JR., has been appointed general man-
ager of the ■•"airmont & Clarksburg Traction Co., of Fairmont, W.
Va., having resigned his position as assistant secretary and trcas-
nrer of the Utica & Mohawk Valley Railway Co. Mr. Linn has
heeu assistant secretary and treasurer at Utica for about four years,
having gone there a( the time the Utica & Mohawk Valley property
was taken over by a syndicate headed by Mr. John J. Stanley and
Mr. Horace K. Andrews. Mr. Linn has been associated with Mr.
Stanley for some 12 years, holding a responsible position with the
Cleveland Electric Railway Co. prior to his appointment at Utica.
There arc some 50 coal mines in the territory covered by the trolley
system in the south with which he became associated on February
1st and he takes the position at a time when the development of the
surrounding r(j\nitry is going on rapidly, plans now being under
consideration for Hie extension of the Fairmont & Clarksburg line
20 miles.
MR. W. ELWELL GOLDSPOROUGH, director of the school
of electrical engineering, Purdue University, and for the past three
years chief of the Department of Electricity at the Louisiana Pur-
chase Exposition, has lately become associated with J. G. White &
Co., of New York City. Mr. Goldsborough was graduated from
Cornell University with the mechanical engineering class in 1892,
and during the succeeding ten years held positions with the Colliery
Engineering Co., .'Vrkansas University, and Purdue University, at
which latter school he was assistant professor and later professor
of electrical engineering and director of the electrical laboratory. In
connection with his other work, Mr. Goldsborough has carried on
several series of exhaustive power station and complete electrical
railway tests, which have been the basis of reports read before the
American Institute of Electrical Engineers. He is a member of
many technical and scientific societies, both in this country and
abroad, and has the distinction of having been decorated by the King
of Italy with the Order of Knight of the Crown.
MR. W. N. STEVENS, who has for some time filled the position
of assistant mechanical engineer of the Rapid Transit Subway Con-
struction Co., has accepted a position with J. G. White & Co., New
York City. Mr. Stevens has had a wide experience as a constructing
engineer in the designing and active construction of important
power plants. He had much to do with the design and con-
struction of the I2th St. power house of New York Edison Co. He
also has had charge of the design and construction of the mechanical
equipment of the 74th St. power house, and has lately been engaged
on the work of designing and building the 59th St. power house,
nine transformer stations, car barns, shops, and other adjuncts to
the construction and equipment of the Rapid Transit system in New
York City. During his professional career, Mr. Stevens has also
been engaged in engineering undertakings in other parts of this
country and abroad, he having made both the preliminary and after-
wards the final plans for the machinery of the po\ver house for the
tramways of Sydney, Australia. J. G. White & Co. are to be con-
gratulated in having secured the able services of Mr. Stevens in their
mechanical engineering department.
MR. J. M. YOUNT has resigned as superintendent of rolling
stock for the Public Service Corporation of New Jersey and has
become affiliated with James H. Fogarty, of New York City, in the
handling of street railway specialties, among which is Mr. Fogarty's
detachable rim gear. Mr. Yount was graduated from Purdue Uni-
versity in 1896; he then worked two and a half years in the shops
and power house of the Citizens' Street Railway Co., of Indianapolis,
Ind. From there he went to the Metropolitan Street Railway Co.,
New York City, being employed in the construction of the 25th St.
power house. In May, 1899, he began work with the New Jersey
Street Railway Co., at Newark, N. J., as foreman of the armature
room, from which position he rose to that of assistant master
mechanic, and in January, 1901, he was appointed master mechanic
of the Jersey City, Hoboken & Paterson Street Ry., at West Ho-
boken, N. J. In July, 1901, Mr. Yount again took up his work with
the North Jersey Street Railway Co., at Newark, N. J., as master
mechanic, which position he held until the Public Service Corpora-
lion took over the property in May, 1903, when he was appointed
superintendent of rolling equipment.
Obituary.
MR. EDWARD HEMPHILL MULLIN died suddenly Wednes-
day evening, January 25th, at his home, in Milburn, N. J. Mr.
Mnllin was horn in Castlederg, County 'lyrone, Ireland, Oct. 22,
1859. He was educated in Belfast where, in 1881, he was given a
bachelor's degree with honors in physics and chemistry. For the
ne.xt few year- of hi" liff. Mr Mnllin v.'n':, engaged in editorial
EDWARD II. .MULLIN.
work in New York City until Feb. I, 1898, when he entered the
service of the General Electric Co., at first as manager of its adver-
tising department and later as confidential representative of the
company. He was a member of many secret, social and cngineermg
societies. He was a consistent student, and as a writer was dis-
tinguished for clarity of style and Anglo-Saxon simplicity of diction.
which made his essays on technical subjects very easy reading.
New Generators at Hamilton, Ontario.
The Hamilton Cataract Power, Light & Traction Co. of Hamil-
ton, Ont., has recently started the two soo-kw. Westinghouse gen-
erators in its De ("ew Falls power station. Power is supplied from
Welland Canal feeders, tapped in about 14 miles above the power
station, and at the station the water has a head of 267 feet. The
Westinghouse generators are of the two-bearing type, direct con-
nected to Escher-Wyss water-wheels, and run at a speed of 286
r. p. m. They generate 3-phase current at a frequency of 66 cycles
and a pressure of 2,400 volts. The power is transmitted to the
city of Hamilton where it is used for lighting, street railway and
manufacturing purposes. A reserve steam-driven station is located
at Hamilton, which contains two i,ooo-kw. Westinghouse gen-
erators. The entire station and high tension apparatus are of
Westinghouse design. The company has two separate three-phase
transmission lines to Hamilton, a distance of about 35 miles. The
high tension apparatus is designed for a pressure of 40,000 volts.
but will be operated for a time at 20,000 volts. Mr. Wm. C.
Hawkins is general manager of the Hamilton company, and is
also engineer in charge of the installation.
It is reported that surveys have been made and construction slakes
set for the purpose of reducing the curvature of the Fort Wayne &
Wabash Valley line between Logansport and Fort Wayne. When
this work is completed this company intends to put on limited cars
which will make the run between these two cities in 3 hours and
local service which will run in 3 hours and 20 minutes.
122
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
Annual Report of the Massachusetts Board of
Railroad Commissioners.
The following data concerning street railways from the 36th
annual report of the Massachu.setts Railroad Commissioners for the
year ending Sept. 20, 1904, will be of interest:
Reports were received from 102 street railway companies operat-
ing within the state, together with reports from 2 roads operating
in New Hampshire and i in Connecticut, the latter being owned
Strei't liailwaii Mileage Owned, 1903 and 1904.
MILKAOE OWNED.
1003.
■ DOI.
Increase.
T.,enfEtb of railway line.
Length of second track.
2,158.973
363.937
2,191.812
382.840
Milcf,
32.839
18.903
ToLtl length of main track,
Lengt)) of siile track
2,322.910
147.822
2,874.652
149.660
81.742
1.8.18
Total, reckoned us single track, .
2,670.732
2,724.312
83.580
in Massachuetts. Two new companies were organized under the
general law and one under the special law. Ten were dropped
from the list by reason of consolidation with other companies;
one road was abandoned during construction and one road was
sold under foreclosure. By reason of consolidation there were at
the end of the fiscal year 97 existing companies; 66 of these operate
their railways; five railways were operated by receivers; 19 were
operated under lease or contract by other companies and in four
instances by foreign companies; one was in process of construction;
and five companies had organized and paid in a portion of their
capital stock but had not yet commenced construction.
During the last year there have been added to the mileage of
Gross Assets, September 30, 1903 and 1901.
A.SSETS.
190X.
1004.
IncieRse.
Construction
Equipment
Land and buildings. ....
Other permanent property.
Cash and current assets, .
Miscellaneous assets
865,632,216
25,214,728
30,415,216
1,237,9.51
10.455,046
5,909,0.58
869,681,366
26,201,913
.12,296,112
1,446,944
6,5M,7,18
4,762,667
83,949,150
987,185
1,880,896
208,993
3,900,308*
1,146,391*
Gross assets, ....
81:58,864,215 j 8140,843,740
81',979,525
the Massachusetts companies 32.839 miles of street railway line,
18.903 miles of second track and 1.838 miles of side track, making
a total addition of 53.580 miles of track reckoned as single track.
The total miles of main track (including trackage rights) operated
is 2654.479, an increase of 33.517 over the previous year. There
are now owned by the Massachusetts companies 2191.812 miles of
street railway lines, 382.840 miles of second track and 149.660 miles
of side track, making a total length of track owned 2724.312 miles.
This statement excludes subway track. All the street railway
mileage owned is located in Massachusetts with the exception of
19.526 miles of track in Rhode Island. All the track owned is sur-
C'apilal Stock, Xet Income and Dividends, 1895-1904.
YEARS.
Capital Slock.
Net Divisible |
Income.
Dividends
Declared.
PercenUTgc
on Total
Capital Stocl(.
1895
$27,906,685
82,257.355
81,606.1%
5.76
1896
30,727,818
2,280,776
1,802,847
5.87
1897
.12,670,273
2,593,147
1,%5,243
6.02
1898
38,933,917
2,534,002
2,076,233
5.33
1899
41,380,143
2,502,942
2,318,398
5.60
IIKX)
48,971.168
3,037,502
2,40il,874
4.92
lilOl
64,069,9:a
3,398,183
3,417,117
6.32
1902
60,036.328
3,388,851
3,138,711
5.23
1903
fi8,4M,480
, 3,602,917
3,.586,248
5.24
1904
68,542,038
j 2,998,114
3,214.4%
4.69
face street railway track with the exception of 13.112 miles of
the Boston Elevated railway. Of the sidings all are surface with the
exception of 2.903 miles of elevated track. All of the elevated
track is confined to Boston. There are operated by the Massa-
chusetts companies 52.591 miles of track located outside of the
state.
The report shows that the gross assets of tlie companies Sept.
30, 1904, were $140,843,739.79, and the gross liabilities at the
same date, including capital stock, were $136,049,485.24. While
in the past year there was an increase in the gross liabilities of
$2,928,075, there was an increase in the gross assets of only $1,979,-
525, thus reducing the aggregate surplus of the companies by the
amount of $948,550. The aggregate funded debt of the companies
Sept. 30, 1904, was $46,674,884, an increase of $5,263,384 over the
preceding year.
The total amount of capital stock of the 97 companies, Sept. 30,
1904, was $68,542,037.50, a net increase of $137,558 over the pre-
ceding year. The total amount of dividends declared during the
year was $3,214,496.24, a decrease of $371,752 of the preceding year.
Cost and Capitcd Investment per Mile of Main Track, 1895-1904.
YEARS.
Construction.
Equipment.
other
Permanent
Property.*
Total Cost
per Mile.
Capital
Investment
per Mile t
1895, .
823,984
810,479
814,266
848,729
849,120
1896, .
23,396
9,806
12,840
46,041
46,:i73
1897, .
22,755
9,374
12,329
44,458
44,683
1898,
22,5.37
8,957
11,736
43,229
44,968
1S99, .
22,863
8,618
11,598
42,979
46,040
1900, .
23,443
8,610
11,684
43,637
44,273
1901, .
23,963
8,678
11,666
44,297
46,767
1902, .
24,495
9,026
11,889
45,410
46,261
1903, .
26,015
9,991
12..546
48,555
48,621
1904, .
27,025
10,177
13,106
80,308
60.296
' Clileily lauds, bulldiage and power plants, t Outstniidlng capital stock and net debt.
Thirty-eight out of the 102 companies paid dividends ranging from
I to II per cent and 64 companies paid or declared no dividends.
The average cost of street railways of the state per mile of main
track (including the cost but not the length of side track) at date
of report was $27,025.14 for construction; $10,176.73 for equipment;
and $13,105.68 for lands, buildings (including power plants), and
other permanent property, making a total average cost of $50,307-55
per mile of main track.
The total income of the Massachusetts companies from all sources
for the year ending Sept. 30, 1904, was $27,759,334.51 and the total
expenditures including dividends were $27,975,717.19, making a net
Volume of Traffic for Ten Tears, 1895-1904.
YEARS.
Total Passengers
Carried.
.\veraKe Number
per .Mile of Main J,? .P"
Tracl, Operated. «""«""•
1896
1896
1897
1898
1899
1900
1901
1902
1903
1904
269,794,308
292,.158,943
308.684.224
.I:i0,889,ti29
.156,724,213
395,027,198
4,13,526,9.15
465,474.382
504,662,243
520,056,511
218,963
226,462
212,403
207,982
205,098
200,262
195,683
188.787
192,548
195,917
43,665,660
53,6l:i,685
61,577,917
68,206,418
73,:!67,235
81,760,768
93,00.'-,,226
100,280,687
107,506,812
107,897,456
loss of $216,382.68 to be deducted from the surplus of previous
years. The total number of passengers carried by the 102 railway
companies which made returns to the board for the last year was
520,056,511, an increase of 15,394,268 passengers over the previous
year. The total car-mileage was 107,897,456, an increase of 390,644
over the previous year.
During the year ending Sept. 30, 1904, the Massachusetts com-
panies reported that the whole number of persons injured in con-
nection with street railway operation was 5,078, of whom 92 received
fatal injuries and 4,986 injuries not fatal. The number of passen-
gers injured was 3,372, of whom 21 were injured fatally.
There were 161 employes injured, 5 fatally. The number of
travelers injured on the street was 1,542, of which 66 were fatal.
There are now 415 bridge spans classified as street railway bridges
by the state bridge engineer. This includes all bridges which either
have been built or are maintained in whole or in part by street rail-
way companies, and for which they are therefore in some degree
Feb, 15, 190SI
STREET RAFLWAY REVIEW.
123
responsible. These may be classified as follows: Forty-two pile
bridge, 28 wooden trestles, 10 steel trestles, 40 wooden stringers,
4 braced or trussed wooden stringers, 4 wooden trusses, 6 stone or
brick arches, ro6 I-beams, 83 plate girders, 76 riveted trusses, 12
pin connected trusses and 4 movable bridges.
The report states that the returns of the year arc suggestive:
Of 74 operating companies, 30 failed to earn expenses and fixed
charges; 25 paid dividends; and but 14 of these paying dividends
earned them during the year. Five companies liave been in the
hands of the receivers. In explaining the cause for the financial
results shown in the report, the commissioners state that many
of the roads have been "over built" and that experience has shown
that with the more expensive roadbed and equipment, the heavier
rail and larger cars, there has not been the corresponding and ex-
pected development of permanent business. Operating cost, too, in
I'errenlarjf <if ()pcrt[tin<j
Exiifii.se.s to
OroHn Eririiiui/s, IS95
-I'M-}.
YK.\US.
(IroiM KnrrilnfiK
rfoiii Oiicrntion.
Oponillrig
rprciiitHKC
or Kxpcliitdito
Knrnlii){>.
Kunilnga.
1895
Slil,18t,:!42
89,088,086
es.gs
84.096,266
1896
14,844,202
Iii,5ri:i,:i7i
71.16
4,280.891
1807
15,81,',,267
10,9m,040
es.85
4,<il 1,227
18118
10,915,40.',
11,672,7,31
00.01
5.242,074
1899
IS.l.".!..™!
12,:i7».488
68.20
5.77.1,062
1900
19,999,640
13,159,947
65.80
0,839,693
1901
21,766,:i40
14,,'i6.5,141
66.02
7,21)1,199
1802
2:1,486,474
l.'.,912,852
67.75
7, .'.7:1,022
1903
25,540.811
17,519,:I67
68.58
8,1121,444
1904
26,207,247
18,:i97.291
70.20
7,809,966
heating cars and in repair and renewal of plant, has proved larger
than was expected. With the new accommodation and the nearer
approach to railroad conditions has come the increased demand
of the public for expenditures in the interest of safety and comfort
which had not been counted upon, as for example, in construction of
double tracks, installment of signal systems and establishment of
waiting rooms. Hurried along by the natural enthusiasm for the
new type of railway with its many most attractive features, capital,
sometimes deliberately misled, has been inves.ted in (undertakings
for which there was no sufficient demand and which are now rep-
Qi'O^s and Wet Earniiui.^ from. Operation per Mile of Main Track
Owned, 1895-1904.
AVBKAOB PER Mlt-K OP TRACK OnKBO.
VE.VKS.
Gross
Earnings.
Expenses of
Operation.
Net
Earnings.
1896
1896
1897
1898,
1899
1900
1901
1902
1903
1904
812,127
11.627
11,187
10,998
10.459
10,452
9,998
9.609
10,124
10,178
88,359
8,274
7,713
7,589
7,1.32
6,878
6,690
6,510
6,!>44
7,145
83,768
3,335
3,474
3,409
3,327
3,574
3,:i08
3,099
:i,180
3,033
resented by roads run, not only without return upon the invest-
ment, but at an actual loss of capital. In each case the future
promises as possible events : the acceptance of an unsatisfactory
service as better than nothing; an increase in fares; or the aban-
donment of the railway. It is a source of gratification that under
our restrictive laws, while capital has taken its own risk as to the
earning capacity of these enterprises, in no case has there been
an issue of stock or bonds in excess of the fair cost of the railway
property, to act as a contributing factor to the existing troubles.
Another incident of the present situation, is stated, has been the
enforcement upon certain systems of a seemingly arbitrary distinc-
tion between the long and short distance ride. The zone system of
rating fares has never been in favor in Massachusetts. The report
states that confusion exists in some of the street railway laws in
consequence of legislation at different times to accomplish specific
purposes under new conditions without regard to harmony in the
whole body of the law. Illustrations are given and a recommenda-
tion made that such statutes be revised upon some simple principle
which would preserve original juri3<liction in local boards of alder-
men or selectmen and give supervisory power to the tioard of rail-
road commissioners as the public good might require.
OroH' (ii.il Net EamhigH from OperaHon jier Car Mil* /{nn <nnl pfr
I'mmenijer Curried, ISUH-IUOI
AVKRAOB rKR CAR HiLK.
AVERAOa 1
YCARH.
Oro.. ^"7-
Nat
Oroei
ERmlnfi.
E«rttlnt<
CenW.
CVnti.
Crtnt.
Cm.1,.
189.-..
30.20
20.82
9.9»
8.07
1896,
27.09
19.70
i.m
5.08
1897.
29.68
17.71
7.97
5.12
1898, .
24.80 17.11
7.69
S.ll
1899, .
24.74
16.87
7.87
6.09
1900, .
M.40
16.10
i.-m
6.06
1901,
23.40
1S.66
7.74
6.02
1902, .
23.42
15.87
7.66
6.05
1!I03, .
23.76
i6.ao
T.46
5.06
1904; .
24.29
17.09
7.24
S.04
" •
C*t.W.
<.rnt«
3.50
1.67
3.61
1.47
3.M
1.59
3.62
l.r/j
3.47
1.62
3.33
1.73
3.36
1.6G
3.42
1.63
3.47
1.69
3.M
I '<!
The commissioners review the subject of the absorption of electric
railways by steam railroads as follows: "A prominent feature in
the recent history of steam railroads has been the growth of a
policy favoring the purchase of street railway properties. What-
ever may be urged against this policy, it may be said in its favor
that it brings into the conduct of street railway affairs the judg-
Employees and Eijuijiment, IS'l.'j
-1904.
YEARS.
Emplojeei.
Cm.
other
Vehicles.
Electric
Mulon.
1895
8,048
1
' 4.428
1,755
4.7IM
18%
9,130
4,913
1.876
5.958
1897, .:....
9,716
1 5,344
1.963
6.'M»
1898
10,416
1 5,7.34
l,9flr7
7,613
1899
11,944
6,042
2.076
8.530
1900
12,766
6,631
2,371
9.54.-.
1901
14,749
6.997
2,488
11.2M
1902
15,292
7,144
2,.577
12,.VM
1903
15,823
7,403
2,614
13,611
1904
16,519
7,383
1
2,728
13.^0
ment and knowledge which come from long experience in dealing
with transportation problems and as well greater financial strength
and larger resources.
"The usefulness of the street railway in bringing people to the
steam railroad from the different sections of the cities and towns
which it serves and in distributing them again at the end of the
railroad journey will be generally recognized. Even where these
railways have been interurban in character and to some extent
competitors of the railroads, we doubt if the passing of control
into the hands of their rivals need be attended by detriment to the
public interests. The competition between the steam railroad and
Siiminary of Arcidents Rfiiorted in 190.3 and 1904.
KILLED AND INJCREO.
Passengers.
Employees,
Other persons.
Totals, .
16
59
21
S
66
iKJCltBD.
TOTA13-
IMS.
■ 9M.
»•>.
l*M.
2,552
152
1,186
3.3.'.!
156
1.479
2,568
161
1,245
3,372
161
1,545
I
3,8! 10
4.9«
3.974 S.iWS
the street railway must eventually end in each system giving to
the public the service which it is best capable of performing, and
it is by no means clear that in order to bring this about in the
wisest way it is at all essential that the competitive conflict be-
tween these companies be prolonged. The two systems ought to
work together advantageously under one administration, subject, as
they would be, to the super\'ision enforced under our statutes,
changes in service upon one or the other being made only in
furtherance of a greater comfort and convenience in traveL"
124
STREET RAILWAY REVIEW.
rVoL. XV, No.
Selling Car Advertising Space.
An electric railway company which contemplates the sale of ad-
vertising space in its cars is confronted by three alternative prop-
ositions :
1. It may place the matter in charge of an individual in its own
employ.
2. It may lease the space to a local advertising man.
3- It may lease the space to a general agent controlling adver
tising space throughout a large territory.
Past experience has shown rather conclusively that an individual
iri the direct employ of a traction company is able to secure only
local advertising for the car spaces and is so far removed from the
general national advertisers, that he is seldom able to get into
proper touch with them. Experience has also shown that the pres-
ence of national advertisers in the street cars is one of the strongest
advantages in assisting the local solicitor in securing contracts fioni
local firms.
The conditions which confront the solicitor in the direct employ
of the traction company, confront also the local man who may p.iy
the traction company a flat sum for the control of its street car
advertising space. Many companies or individuals whose space
control is confined to a limited territory have struggled hard for a
short period, but, lacking the assistance of national advertisers, have
failed to secure the necessary local advertising to make the space
pay, and many traction companies have lost money through the
failure of these local lessees of space.
In letting their advertisng space the great majority of traction
companies have found it to their advantage to deal with a reliable
concern with control of the car advertising privileges throughout a
large territory. Some of these who control widely distributed space.
have again found it advisable to place their out of town advertising
business in the hands of an individual who is thoroughly in touch
with national advertisers throughout the country. They have made
an arrangement by which local advertising in the towns under their
control is handled by their own solicitors, while the accounts of na-
tional advertisers whose showings in the cars are of valuable assist-
ance to the solicitor of local advertising, are put in the hands of a
firm or individual who is in a position to be thoroughly in touch
with them.
An interesting outgrowth of this condition has been the business
of Barron G. Collier, who directly controls the car advertising leases
in the Southern towns from Baltimore and Washington to San
Antonio, Texas, and as a broker, represents the national advertising
privileges in some 350 towns.
The advantages of securing the aid of experienced men in this
line appear in the saving of bother in arranging details,as well as
in the general financial results.
of tape, together with a number of testimonials regarding this mate-
rial, may be had by addressing the manufacturer at any one of the
district offices.
Tape for Electrical Usage.
Any friction tape which will withstand the test of use in the elec-
trical field must be good material, some of the important qualities
are : The rolls must be so constructed that they will unwind
smoothly and thus help toward making a neat, close-fitting joint.
The tape must have exceptional adhesive qualities so that, when the
lap is but small, a firm joint will still be made. The composition
with which the tape is covered must be able to stand extreme heat
for long periods and yet retain its stickiness, not drying out easily.
The insulation resistance must be comparatively high and should be
uniform throughout all the tape, so that when the necessary number
of wraps is once determined, this number will always suffice for the
required insulation. In order that this last may be accomplished there
must be an uncommonly high percentage of insulation composition
withheld among the fibers of the tape.
The Morgan &. Wright Co., of Chicago, has been manufacturing
tape since the early days, when rubber tires were first used, and
therefore has had a long experience in the methods which are
necessary to give a tape desirable characteristics.
The brands of tape made by this company are offered to the trade
as of uniform excellence, and so particularly adapted to electrical
usage that the company has a steadily increasing business among
the largest and most exacting tape users in the country. A neat
folder, containing 6-in. samples of the "Perfection" and the "X" brands
Only One (irand Prize to Air Compressors.
The value of the Louisiana Purchase Exposition in the promotion
of commerce and manufactures is illustrated, in one instance, by the
fact that the two large compressors in Machinery Hall, which fur-
nished all compressed air used at the Exposition, were both sold
before the closing day. The larger one goes to Shaft No. 3 of the
Doe Run Lead Co., at Central, Mo., and the smaller one to the city
of Columbia, Mo., for the air-lift water supply system. The first
machine received the only grand prize awarded at the Exposition
for air compressors. It has a capacity of 1,300 cu. ft. of free air
per minute when running at 125 revolutions, and is distinguished by
several novel features, the most important of which' is the Cincin-
nati valve gear. By this the opening and closing of the admission
and the closing of the exhaust are controlled mechanically, while
the opening of the exhaust is determined by poppet valves, thus per-
mitting high speed without throttling of the air and wear and rat-
tling of the valves. The smaller machine is fitted with mechanically-
moved inlet valves and is rated at a displacement of 500 cu. ft. per
minute. Its good workmanship and perfect operation at the Exposi-
tion so much impressed the officials of the city of Columbia that they
countermanded an order on another manufacturer in order to take
this compressor. The machines were built by the Laidlaw-Dunn-
Gordon Co., of 114 Liberty St., New York City.
Exhibit of the Goldschmidt Thermit Co.
Washington.
at
The United States Government has recently requested the Gold-
schmidt Thermit Co. to present its exhibit, which received a grand
prize at the Louisiana Purchase Exposition, to the National Museum
at Washington, D. C, with which request the company has complied,
and the entire exhibit will be advantageously arranged and placed
in the museum.
The collection gives a complete picture of various applications
of alumino-thermics and consists of: Large and bulky pieces of
pure, rare metal, free from carbon, such as chromium, manganese,
molybdenum, ferro-vanadium, ferro-titanium and others; diagrams
and models showing the numerous applications developed by Dr.
Hans Goldschmidt, of his process of utilizing the heat of "Thermit;"
numerous pieces of welded girder rails, showing the very success-
ful operations performed by this process in joining and fusing iron
and steel, and models and specimens of the appliances used.
The Goldschmidt Thermit Co. gives from this collection with con-
siderable regret, but felt that the fact that the embodiment of the
progress made in a few years in the alumino-thermic science would
find a permanent home in the National Museum warranted it in
making the sacrifice.
Lengthening the Life of Motor Brushes.
The Hiko Co., Allenhurst, N. J., has placed upon the market a
full line of carbon brushes, treated with its well known "Hiko"
compound, which for some time has enjoyed a large sale among
leading foreign electrical firms.
On account of the difficulty in reaching the commutators of en-
closed street railway motors, the manufacturers of "Hiko" treat
carbon brushes suitable for all classes of motors, and furnish them
direct to the trade. It is claimed that brushes which have been
treated with "Hiko" greatly reduce the commutator friction, insure
better contact, and have double the life of the untreated brushes.
In a recent test made by an eastern road to determine the life of
treated and untreated brushes, one motor on a car was fitted with
brushes without the treatment, while the other motor used brushes
which had been treated with the compound. It was found necessary
to replace the untreated brushes after the car had run 5,300 miles,
but the treated brushes were left on until the car had traveled 9,830
miles. The inanufacturer states that the treated brushes would
easilv have stood 10,000 more miles of service.
I'KJi. 1 5, "/>5 I
STREI/r RAILWAY REVIEW.
125
Report of the Connecticut Railroads.
TIic fifly-sccoiul annual icpoil (i{ llic Hoard of Railroad CoInnn^-
sioners of Connccticnl, containing tlic reports of llic operation of
the steam railroad and street railway companies for the year ending
June 30, 1004, has jnst heen issued in book form as a state public
document No. 12. The report consists of 360 pages, together with
an appendix of no pages, which is a reprint of the laws relating
especially to railroads, Maps of the steam and electric railways in
Connecticut are included in the report. In the sections of this book
devoted to street railways, the organization of the Consolidated Rail-
way Co. is first considered. Next arc described the different rail-
ways and extensions, the construction of which the commission has
approved during the last year.
There were in Connecticut at the dale of this re[)iirt 5'io.24- miiIl";
nf first main track; 109.087 miles of second main track, making the
Intal length of main tracks 669.334 miles; length of sidings and turn-
outs, 31.512 miles; total computed as single track, 700.855 miles.
In introducing the financial reports of the Connecticut railway
companies the commissioners say that because so many of the coni-
lianics arc chartered to operate gas, electric light, power and water
plants, in connection with their railways, and because the stocks and
bonds of these companies are issued upon the property as a whole,
that there is great difficulty in determining what portion of the ex-
pense should be chargeable to operation of the street railway, and
what to the other parts of the property. This combination of pur-
poses in one corporation plays havoc with the average street railway
statistics, but it was made to appear to the General Assembly that
the public interests would be better and more economically sulj-
scrvcd by permitting it to be done.
The total capital stock of the street railway companies outstand-
ing is $30,659,748. representing 631.825 miles of street railway owned;
also, in some instances, gas and electric properties. If this stock
was all considered as applicable to street railways, it would show
the average stock per mile to be $48,525. The total bonded debt of
the same companies is $22,207,342. This shows an issue of $34,609.58
per mile. As a matter of fact, the bonds cover only 610.620 miles
of the roads owned which shows an average bonded indebtedness
of $36,680.43 per mile on the roads so covered. The floating indebt-
edness of the companies is $2,540,189.30, and the total stock, bonds
and floating indebtedness is $55,407,279.57. The cost of construction
and equipincnt reported is $55,570,086.57, which includes the cost of
street railways, gas and electric light properties.
When reduced to the basis of cost per mile for a street railway
this amount varies between $15,000 and $165,000 per mile. The gross
earnings for the past year were $4,924,151.46, being $420,580.17 more
than the preceding year. The gross earnings per mile of road oper-
ated were $7,187.20, and per car-mile run 21.64 cents. The number
of miles operated was 685.128. The gross earnings per car-hour were
$.!.2,V The New London Street Railway Co. reported the largest
gross earnings per mile operated, which were $10,819.24. The oper-
ating expenses of the Connecticut roads for the year were $3,287,-
II3-55, being an increase of $122,514.48 over the previous year, which
is $4,797.81 per mile operated and $0.1445 per mile run. The operat-
ing expenses were 66.75 per cent of the gross earnings.
The net earnings for the year were $1,637,037.91, as compared with
$1,3.18.972.22 for the preceding year, and were $2,389.39 per mile of
road operated and 7.19 cents per car-mile run. Eight roads paid
$120,050 in dividends upon capital stock amounting to $1,900,000.
while no dividends were reported as paid on $28,759,748 of capital
stock. This is $249,766.24 less than the amount paid last year, which
is principally due to the fact that no dividends were paid by one road
whose dividends last year amounted to $245,486. The sum of $876,-
659 in interest was paid on a total bonded and floating indebtedness
amounting to $24,747,531.57. The amount of taxes paid to the state
by the various companies was $260,046.07.
The number of car-miles run as reported was 22,750,560. which is
1.720,671 more than last year.
The number of fare passengers carried was 93,111,402, which is
a decrease of 3,746,380, as compared with the year before. The
number of fare passengers per mile run was 4.09, or a total of
I35.903 fare passengers per mile of track operated. The number of
employes was 3,297, averaging about 4.8 per mile of road operated.
The number of persons injured in the operation of the Connecticut
street railways during the past year was 383. compared with 370 for
the previous year, of which number 23 were killed, four more than
last year. The number of passengers injured was 212, of which
number 4 were killed; the number of employees injured 20, of which
number 2 were killed and the number of other persons injured 151,
of which number 17 were killed.
Summary of Tablci Refcrrlnir to Strcei Rallwaya.
CapUal Htock oulntaniHilur
HmikIk (iiitHtanditiif
Floatiiik' inclcl)tt'(lnc)iH
CoHt of conHtruclion and e/iuipmcnt . . .
(;roKH i.*arnJiii;H
Opi-ratintf fxpi'nsfH
Nrl rarnin(fH
I)i vidclidH
lnti;reHt paid
TaxcH paid Slalf
Ivi-Mi,'lli of road exclUKivi; of Nidin^H. ...
f.>-ni.'lli of road Incltidintr Hidiit(f8
Milesruii
Kan- pa-sHi'ti^'Cfi c.irricd ,
NunibcT of imijiloyces
Nuinl)er of persodH ia^ured fatally....
Number of pcrsonn injured, not fatally
wa
1904
Increaae.
r!'..'.H,54>..nO
s
«4,i'io',.2oo.(n
».'.33.5'lO.O(l
J
l..';7;i,M2.27
2,7M,03ri.W
•171.K41..f2
47,7II,K30.M
li,:':;,u.'''.i'
7.»»)3,iV,.4.1
4,50347I.»
4,'<24,151.4',
420.5I«).I-
3,1M.5OT.07
3,2K7,1 13.55
122,514.48
I,33«.'(72.22
I,')37.(l37,'(l
2'm,0l£.</l
3(/>,>lll).24
lai.oso.oo
•VI.Viti.M
IV/),'Ka.'»
K7li,<.5M.'rt
15,755.05
2<.7,7(«.ia
TI/),OM,.m
l/jtWHi
Mllea.
Mile*.
lacreane.
'.Il.^.l
«/).334
5K."73
(i<2.383
7lPO.H5.^
.^472
21,029,»O
2^.^so,sno
1,72D,(.71
%,(IS7.71B
93,111,402
•3,746J»
3,403
3,297
106
19
23
4
351
360
9
Very complete statistics are given in this report, showing the
finances, costs of construction and equipment, operating expenses,
taxes, interest and dividends paid, mileage owned and passengers
carried throughout the year, a summary of these statistics being
given herewitb. There arc 200 pages of this report used in the detail
exhibits of the financial conditions and results of operation of each
of the Connecticut street railways.
The report concludes with a reprint of the Connecticut statutes
relating especially to railroads, and is signed by Washington F. Wil-
cox (chairman), Wm. O. Seymour and Orsamus R. Fyler, Railroad
Commissioners.
Windsor & Tecumseh Electric Railway Co.
The Windsor & Tecumseh Electric Railway Co., which was in-
corporated by a special act of the legislature of Ontario, March 17,
1904, has recently taken over the interest of the Ontario Traction
Co., Ltd., which was organized in the fall of 1903. The new line
will be operated from the post office in Windsor to and through
Walkerville, Sandwick and Tecumseh, a distance of 10 miles, with
a line to the factory district of Walkerville. The construction of
the road has been commenced and S of the lO' miles are now ready
for ties and steel. Except within the cities where the company has
secured franchises in the street, the right of way is private and 40
ft. wide for nearly the entire length of the line. The general
ofl!ices of the company are at Walkerville, Out., in the Canadian Bank
of Commerce Building. The officers of the company are : Presi-
ilent, C. M. Walker; vice-president and general manager, Willis
F. Brown; secretary, J. H. Cobum; treasurer, E. F. Ladore. Mr.
Willis F. Brown, who was one of the original incorporators and di-
rectors of the company, and was appointed general manager and
chief engineer at the time of its organization, is a man of con-
siderable ability and to him is due a large part of the success
the company has met with. Since 1879 he has been connected
with the Clover Leaf Route as division engineer; assistant en-
gineer of the Wheeling & Lake Erie Bridge Co., of Toledo; assist-
ant engineer of the Toledo Belt Ry. ; chief engineer of the Cleve-
land, Delphos & St. Louis Ry. ; assistant engineer of the L. S. &
M. S. Ry. ; assistant chief engineer of the C. H. & D. Ry., and
twice elected city engineer of Toledo, O. Since his retirement as
city engineer in 1901, he has been connected with various traction
interests, among which are the Cincinnati. Toledo & Detroit Short
Line, the Toledo, Bay Shore & Michigan Ry. and the Georgia Trac-
tion Co.
.Arrangements are being completed for a through freight service
over the lines of the Cleveland. Painesville & Eastern and the Cleve-
land, Painesville & Ashtabula traction lines between Cleveland and
Ashtabula. The companies will each operate freight cars and will
run them through over the lines of the other company.
126
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
Directory of Street Railway Associations.
AMERICAN STREET RAILWAY ASSOCIATION.
President W. Caryl Ely. president International Railway Co..
Buffalo N. Y First Vice-President. Elwln C. Foster, president
New Orleans Railways Co.. New Orleans. La. Second yice-Pres-
dent John I Beggs, president and general manager The Milwau-
kee ElectHcRanway & Light Co.. Milwaukee. Wis. Third Vice-
President. Richard McCulloch. assistant general manager S^ Louis
Transit Co.. St. Louis. Mo. Secretary and Treasurer. T C. Pen-
ington treasurer Chicago City Railway Co.. Ch.cago, 111 Execu-
tlv'e Committee: The President, the Vice-Presidents, W.G. Ross,
president Street Railway Accountants Association: C. ,£•„ Bakei .
president American Railway Mechanical and Electrical Associat on.
ex officio, and John J. Stanley, general manager Cleveland Eler-
t?ic Railway Co.. Cleveland, Ohio; Howard F. Grant, manager
Seattle Electric Co.. Seattle, Wash.: C. G. Goodrich, vice-president
Twin Citv Rapid Transit Co.. Minneapolis. Minn.; Frank G. Jones,
vice-president and general manager Memphis Street Railway Cp-.
Memphis. Tenn.; W. E. Harrington, general superintendent Public
Service Corporation of New Jersey. Camden. N. J.
Next mi-eting, Phil.Tdelphia. Pa., week of Sept. 25. 1905.
STREET RAILWAY ACCOUNTANTS' ASSOCIATION
President. W. G. Ross, managing director Montreal Street Rail-
way Co., Montreal. Quebec. First Vice-President. Frank R. Henrv^
auditor St. Louis Transit Co., St. Louis. Mo. Second Vice-Presi-
dent Isaac McQuilkin. comptroller Indiana Union Traction Co.. An-
derson. Ind. Third Vice-President. J. W. Lester, treasurer W^orces-
ter Consolidated Street Railway Co., Worcester, Mass. Secretary and
Treasurer, Elmer M. White, cashier Hartford Street Railway Co..
Hartford. Conn. Executive Committee: The officers and F. E. Smith,
auditor for receivers Chicago Union Traction Co., Chicago, 111.; G. B.
Willcutt, treasurer United Railroads of San Francisco. San Francisco.
Cal • Arthur L. Linn, Jr., assistant secretary and treasurer, Utlca
& Mohawk Valley Railway Co.. Utica, N. Y. : P. S. Young, comp-
troller Public Service Corporation of New Jersey. Newark. N. J.
Next meeting. Philadelphia. Pa., week of Sept. 25. 1905.
AMERICAN RAILWAY MECHANICAL AND ELECTRICAL AS-
SOCIATION.
President. C. F. Baker, superintendent motive power and machin-
ery Boston Elevated Railway Co.. Boston. Mass. First Vice-Presi-
dent H H. Adams, superintendent of shops The United Railways
& Electric Co. of Baltimore. Baltimore. Md. Second Vice-President.
John Millar, master mechanic International Railway Co.. Buffalo.
iV Y Third Vice-President. F. G. Simmons, 'superintendent of way
Milwaukee Electric Railway & Light Co.. Milwaukee. Wis. Secre-
tary and Treasurer. S. W. Mower, division superintendent Rapid
Railway System. Detroit United Railways. Detroit. Mich. Execu-
tive Committee: The Officers and D. F. Carver, chief engineer rail-
way department Public Service Corporation of New Jersey. Newark.
N 'j. : J. S. Dovle. master mechanic Interborough Ranid Transit
Co. New York. N. Y. : C. C. Lewis, chief engineer Schenectady
Railway Co,. Schenectady. N. Y.; W. H. McAloney. superintendent
of shop's Denver CItv Tramwav Co., Denver. Colorado.
Next meeting. Philadelphia. Pa., week of Sept. 25. 1905.
\MERICAN ASSOCIATION OF STREET RAILWAY CLAIM
AGENTS.
President W A Dibhs, general claim agent New York City Rail-
way Co New York N. Y. Vice-President. E. W. O'Connor, claim
adjuster Savannah Electric Co., Savannah, Ga. Secretary and
Treasurer B. B. Davis, claim agent Columbus Railway & Light
Co. Columhus. Ohio. Executive Committee: The President, chair-
man ex officio, the Secretary, and W. H. Renaud. Jr.. claim agent
New Orleans Railwavs Co.. New Orleans. La.: William White, claim
agent Chicago Citv Railway Co.. Chicago. 111.: J. P. Feeney. claim
agent Puhllc Service Corporation of New Jersey. Newark. N. J.
Next meeting. Philadelphia. Pa., week of Sept. 25. 1905.
AMERICAN STREET RAILWAY MANUFACTURERS' ASSOCIA-
TION.
Daniel M Bradv. president Bradv Brass Co.. New York. Chairman:
Tohn A Brill, vice-president J G. Brill Co . Philadelphia: William J.
Cooke vice-president McGuIre-Cummlngs Manufacturing Co.. Chica-
go- Fred S Kenfleld. president Kenfleld Publishing Co.. Chicago:
Charles K King, secretary Ohio Brass Co.. Mansfield, O.: George J.
Kobusch president St. Louis Car Co.. St. Louis; John R. Lovejoy.
manager Rallwav Department. General Electric Co.. Schenectady;
Howard F Martin, general manager of sales. Pennsylvania Steel Co.,
Philadelphia- James H. McGraw. president McGraw Publishing Co..
New York: John W. Nute. president and manager St. Louis Car
Wheel Co St Louis; Frank C. Randall, vice-president National Elec-
tric Co Milwaukee: Newton Carlton, Westinghouse Electric & Manu-
facturing Co New York: William Wbartnn, .1r.. president William
Wharton jr. & Co.. Inc.. Philadelphia: W. H. Whiteside, general
manager' of sales. Allis-Chalmers Co.. Chicago: E. M. Williams, di-
rector Sherwin-Williams Co.. Cleveland. "
E H Baker. Chairman Finance Committee. Galena Signal Oil Co..
2fi Brnadwav. New York City. C. O. Price. Chairman Entertainment
Committee General Electric Co.. Boston. ^ .„ , ,
George Keegan. assistant to general manager Interborough Rapid
Transit Co.. Room 2302, No. 15 Park Row, New York City, secretary.
THE COLORADO ELECTRIC LIGHT. POWER & RAILWAY AS-
SOCIATION.
President John A. Beeler. vice-president and general manager Den-
ver City Tramwav Co.. Denver. Col. Vice-president. C. E. Doollttle.
vice-president and manager The Roaring Fork Electric Light &
Power Co. Aspen. Col. Secretary and treasurer, George B. Tripp,
general manager Colorado Springs Electric Co.. Colorado Springs.
Col Executive Committee: The officers and Wm. Mayher. treasurer
and manager Greelev Power & Light Co.. Greeley. Col.: J. F. Vail.
general manager, Pueblo & Suburban Traction & Lighting Co..
Pueblo. Col. . J .J ^
Date and place of next meeting not decided upon.
STREET RAILWAY ASSOCIATION OF THE STATE OF
NEW YORK.
President. C. Loomls Allen, general manager Utlca & Mohawk
Vallev Ry Utica. N Y. First Vice-President. J. H. Pardee, presi-
dent "Ontario Light & Traction Co.. Canandalgua. N. Y. Second
Vice-President. A. B. Colvln. president Hudson Valley Railway Co..
Glens Falls N. Y. Secretary and Treasurer. William W. Cole, vice-
president and genera! manager Elmlra Water. Light & Railroad
Co Elmlra. N. Y. Executive Committee: E. G. Connette. vice-
president and general manager Syracuse Rapid Transit Railway
Co Syracuse N. Y. : R. E. Danforth. general manager Rochester
Rallwav Co.. Rochester. N. Y.; B. B. Nostrand. jr.. president Peek-
skill Lighting & Railroad Co.. Peeksklll. N. Y. : E. F. Peck, general
manager Schenectady Railway Co.. Schenectady. N. Y.
Next meeting at Niagara Falls. Sept. 12-13. 1905.
PENNSYLVANIA STREET RAILWAY ASSOCIATION.
President. F. B. Musser. general manager Harrlsburg Traction Co.
Secretary, C. H. Smith, superintendent Lebanon Valley Street Rail-
way Co, Lebanon, Pa. Treasurer. W. H. Lanlus, president York
Traction Co.
MASSACHUSETTS STREET RAILWAY ASSOCIATION.
President Edward P. Shaw. Newburyport. First Vice-President.
Francis H Dewey. Worcester. Second Vice-President. Robert S.
Goff Fall River. Treasurer. Fred H. Smith. Quincy. Secretary,
Charles S, Clark. Boston. Executive Committee: The President, the
Vice-Presidents and H. H. Crapo. New Bedford; P. F. Sullivan.
Lowell; W. S. Loomls. Holyoke: W. W. Sargent. Fitchburg; R. T.
Laffln. Worcester. Auditing Committee: Charles F. Grosvenor. Pal-
mer; George W. Cook. Springfield; H. C. Page. Pittsfleld.
CONNECTICUT STREET RAILWAY ASSOCIATION.
President. John B. Carrlngton. vice-president Fair Haven & West-
vllle Railroad Co.. New Haven. Conn. Vice-president. A. M. Young,
president Connecticut Railway & Lighting Co.. Bridgeport. Conn.
Treasurer, E S. Goodrich, president Hartford Street Railway Co.,
Hartford, Conn. Secretary. E. W. Poole, assistant treasurer and as-
sistant secretary Connecticut Railway & Lighting Co.. Bridgeport.
Conn. Executive Committee: The officers and J. E. Sewell. general
manager Connecticut Railwav &- Lighting Co.. Bridgeport. Conn.; C.
S. Treadwav. president Bristol & Plalnvllle Tramway Co.. Bristol,
Conn.: Walter Learned, president New London Street Railway Co..
New London. Conn.
Date and place of next meeting not decided upon.
IOWA STREET & INTERURBAN RAILWAY ASSOCIATION.
President. George B. Hinpee. general manager Des Moines City
Railway Co.. Des Moines. Vice-President. J. F. Lardner. general man-
ager Tri-Clty Railway Co.. Davenport. Secretary and Treasurer, L.
D. Mathes. general manager Union Electric Co., Dubuque. Executive
CImmlttee: The officers of the association.
Next meeting at Dubuque, spring of 1905.
CANADIAN STREET RAILWAY ASSOCIATION.
President. W. G. Ross, managing director Montreal Street Railway
Co.. Montreal. Canada. Vice-president. "W. H. Moore, assistant to the
president of the Toronto Railway Co.. Toronto. Canada. Secretary-
treasurer. Allan H. Royce. vice-president Toronto Suburban Street
Railway Co.. Toronto Junction. Canada. Attorney. Col. H. H. McLean,
K. C. director St. John Railway Co.. St. John. New Brunswick. Exec-
utive Committee: The President. Vice-president and C. E. A. Carr,
general manager London Street Railway Co.. London. Ontario; E. A.
Evans, general manager and chief engineer Quebec Railway. Light &
Power Co.. Quebec; Duncan McDonald, manager Montreal Street Rail-
way Co.. Montreal,
Annual meeting, first week in June: other meetings, first week In
September, December and March.
INDIANA ELECTRIC RAILWAY ASSOCIATION.
President. Charles L. Henry, president and general manager In-
dianapolis & Cincinnati Traction Co.. Indianapolis. Ind. Vice Presi-
dent. J. W. Chipman. general manager Indianapolis & Eastern Trac-
tion Co.. Indianapolis. Ind. Secretary. Paul H. White, general man-
ager Indianapolis 5: Martinsville Rapid Transit Co.. Indianapolis. Ind.
Treasurer. W. F. Milholland. treasurer Indianapolis Traction & Ter-
minal Co.. Indianapolis. Ind. Executive Committee: A. Iv. Drum,
general manager Indiana Union Traction Co., Anderson. Ind.; C. C.
Reynolds, general manager Indianapolis & Northwestern Traction
Co.. Indianapolis. Ind.: Gardner F. W'ells. general manager Terrc
Haute Traction & Light Co.. Terre Haute. Ind, Finance Commit-
tee: Charles Murdock. president Ft. Wayne & Wabash Valley Trac-
tion Co.. Ft. "Wayne. Ind.; W. G. Irvin. general manager Indianapolis.
Columbus & Southern Traction Co.. Indianapolis. Ind.
Regular meetings on the second Thursday of each month.
NORTHW'ESTERN ELECTRICAL ASSnCTATION.
President. C, H. Williams. Madison. Wis. First vice-president. R.
N. Kimball. Kenosha. Wis. Second vice-president. H. Almert. Oak
Park. Ill, Secretarv-treasurer. Thomas R. Mercein. Milwaukee. Wis.
Directors: P. H. Korst. Janesville. Wis.; Ernest Gozenbach. Sheboy-
gan. Wis.: H. R. Gille. St. Paul. Minn.
Annual meeting. January. 1906.
THE NE'W ENGLAND STREET RAILWAY CLUB.
President. E. E. Potter, general superintendent I^nlon Street Rail-
way Co.. New Bedford. Mass. Vice-presidents for States: Paul
Winsor. Boston. Mass.: Norman McD. Crawford. Hartford. Conn.:
L. N. Wheelock Claremonf, N. H. : A. .T. Crosby. Springfield. Vt. :
J. E. Thielsen. Providence. H. I.: George E. Macomher. .Augusta. Me.
Secretarv. John .T. Lane, editor Street Railwav Bulletin. 12 Pearl St..
Boston. Mass. Treasurer. N. L. Wood, with Frank Ridlon Co.. Bos-
ton, Mass.
THE OHIO INTERURBAN RAILWAY ASSOCIATION.
President. Edward C. Spring, general superintendent Dayton. Cov-
ington & Piqua Traction Co.. Dayton, o. vice-president. Warren
F. Bicknell. president Lake Shore Electric Railwav Co.. Cleveland.
Secretary. F. "W. Coen. general freight agent. Lake Shore Electric
Railway Co.. Cleveland O. Treasurer. R. E. DeWeese. superin-
tendent Dayton ,R- Northern Traction Co., Dayton. Executive Com-
mittee: F. J. .T. SIORt. general manager Cincinnati. Dayton & Toledo
Traction Co.. Hamilton; F. D Carpenter, general manager Western
Ohio Railway Co.. Lima: J. R. Harrlgan. general manager Newark
(^ Granville Street Railway Co., Newark; T\'. B. Tarklngton. general
superintendent Detroit. Monroe & Toledo Short Line. Monroe; F. J.
Green, general manager Springfield. Trov t^ Piqua Rallwav Co..
Springfield. Finance Committee: The president and J. H. Merrill,
auditor Western Ohio Railway Co.. TJma. and A. W. Anderson,
superintendent Dayton & Xenia Transit Co.. Dayton.
UNION INTERNATIONAL DE TRAMWAYS ET DE CHEMINS DE
FER D'INTERET LOCAL.
President. Leon .Tanssen. Secretary General. P. t'Serstevens. 6 Im-
passe, due Pare. Brussels. Belgium.
THE TRAMWAY AND LIGHT RAILWAY ASSOCIATION.
President. Alfred Baker. Esq., general manager Birmingham Corpo-
ration Tramways, 254 Corporation St.. Birmingham. Vice-president. W.
M. Murphv. Esq.. chairman of the Dublin United Tramwavs Co.. Ltd.,
39 Dame St.. Dublin. Secretary. Ernest Benedict. Esq.. M. T. C. E..
Chin House. Surrey St.. Strand, W. C. The offices of the association
are at Clun House. Surrey St.. Strand. W C. James W. Courtenay,
Esq.. managing director of the Tramway & Railway World. Amber-
lev House, Norfolk St.. Strand. W. C, Is secretary to the Tramways
exhibition to be held In 1906.
MUNICIPAL TRAMWAYS ASSOCIATION.
President, C. R. Bellamy, Esq.. A. M. I. C. E.. Liverpool Corporation
Tramwavs. 6 Sir Thomas St.. Liverpool Vice-president. A. Baker.
Esq.. Birmingham Corporation Tramways. 25'la Corporation St.. Bir-
mingham. Secretary and treasurer. J. M. McEIroy. Esq.. ,55 Piccadilly.
Manchester. Execu'tl-vre Committee: J. Aldworth. Esq.. general man-
ager Nottingham Corporation Tramways: Councillor Boyle, chairman
tramway committee Manchester Corporation Tramways; A. R. Fearn-
lev. Esq.. general manager. Sheffield Corporation Tramways: A. L. C.
Fell. Esq.. chief officer London County Council Tramways; P. Fisher,
Esq.. manager Dundee Corporation Tramways; .T. B. Hamilton. Esq..
general manager Leeds Corporation Tramways; Bailie Paton, Esq..
chairman tramway committee. Glasgow Corporation Tramways; Coun-
cillor Smlthson. chairman tramway committee. Leeds Corporation
Tramways; C. J. Spencer, general manager Bradford Corporation
Tramways.
Feb. 15. 'SOS- 1
STREET RAILWAY REVIEW.
127
lohii Stephenson Car anil Truck Plant Sold.
'Ilu- final anaiiKciiicnt (n l;il<c over the large plant of the John
Steplu-nsfmCo.nf Kli/aljclh, N. J., was consinnnialed Jan. 18, 1905,
by parlies connected with the J. C. Brill Co., of Philadelphia. A com-
plete transfer of all the capital stock has been made to the new
owners, and the work on the orders now in hand will be contiinied
without interniplion. The new company, which will do business
under llie old name, has the following officers: William II. Ilenl-
nigs, jr., president; Samuel M. Curwen, vice-president; James Rawlc,
Ireasnrcr, and J. G. Root, secretary and assistant treasurer. Peter
M. Kling, who has been the general manager for several years, and
b: I Lawless, sales agent, are retained in the same capacity. Mr.
llculings. the new president of the
.Stephenson company, has been iden-
lified with the J. G. Brill Co. since he
left school, entering the employ of
the company at the age of 14 years
as a stenographer, and has, through
his integrity, industry and ability,
risen to the position of vice-president
of the Brill company and president
of the Stephenson company. As the
same interests have already taken
over the Brownell Car Co. and
American Car' Co. of St. Louis, and
the G. C. Kuhlman Car Co., of
Cleveland, rumors to the effect that
there would be a general consolida-
w. 11. HEULINGS, JR. (jq,, q,- _.,]] ji,j. ^^^. huilding interests
in the United States have been current. We can state positively that
no such thing is contemplated, and that the purpose of the pur-
chases is simply to reduce freight rates and afford better facilities
for conducting business. The companies are organized separately,
and other than being licensees of the Brill patented cars and trucks
and specialties, have as companies no connection with the J. G.
Brill Co.
The Stephenson plant at Elizabeth is comparatively new, the com-
pany moving there from New York about five years ago. The plant
is in the southern suburbs of the town on a tract of 89 acres, and
covers one-fourth of this area. The works are accessible to the
principal railroads of the east, have a water front on Staten Island
and are also in the heart of an unsurpassed labor market, both as to
skill and quantity. It is conceded that the company has one of the
best manufacturing sites in the vicinity of New York Harbor. The
shops have every modern improvement, and the latest types of elec-
trically driven machinery. During the last three years the capacity
of the plant has been tripled.
John Stephenson, the founder of the company, is known as the
father of American street railway industry. He designed and built
the first street railway car in 1831. He also developed the type of
horse car with which all cities and countries are familiar, and was
the first in the field when cable and electric cars were adopted.
During his life he built over 25,000 cable and electric cars. Since
his death the business of the company has steadily increased, and
today Stephenson cars can be found in all parts of the world.
The company exhibited at the St. Louis Exposition a car weighing
108,000 lb., the largest electric car ever built. The car is capable of
running at a speed of two miles per minute, and is mounted on the
first six-wheeled trucks made for electric service.
The Lundell Universal Motors.
A new motor for repair shop work and similar use has recently
been placed upon the market by the National Electric Co. That the
advent of this motor in the direct current field is a noteworthy de-
velopment in the art of construction has been proved at several
severe tests carried on before the public. During these tests the
motors have shown a remarkable efticiency and rapid adjustment to
serious change in load.
It may be of interest to describe, in a general way, this new form
of motor construction. The frame of the Lundell motor consists of
two cast iron housings, which contain laminated yoke rings and
support the bearing brackets. The rear one of these housings has
cast upon it four hollow extension arms of rather heavy cross sec-
tion, accurately bored 10 engage and support the yoke lamina-
tions which are assembled between the two halves of the frame.
'I'hcsc two halves arc clamped tightly and rigidly against the yoke
laminations by bolts, and when bolted together, the entire frame
possesses exceptional stiffness which is in no way dependent upon
the laminations, and at the same time the overall dimensions of
the magnet yoke are not exceeded.
The yoke of the motor is its distinguishing characteristic. The
Lundell laminated yoke is built up of punched mild steel rings, se-
cured and accurately centered in the rigid frame just described.
rhe outer and inner perimeters of these rings arc concentric circles.
I'he pole pieces are separately punched from the same material as
ihe yoke rings and are provided with end plates of a design which
furnishes ventilating ducts to dissipate the heat generated in the
field coils. These end plates are tapped and retaining bolts pass
through the frames accurately clamping the pole core into a posi-
tion of rigid contact with the inner circumference of the yoke rings,
liy removing these bolts the pole pieces and field coils can then
readily be taken off.
In machines of this type up to 60 h. p. it is not necessary to in-
troduce ventilation into the center of the armature as the losses in
these machines are exceptionally low. The foregoing characteristic
of the Lundell "Universal" motor enables it to save space which
other types of motors must use, and the extremely low losses also
make it possible to enclose these motors at lower temperature rises
than is possible with motors in which the losses are greater and the
temperature rise consequently higher. The armature coils are form
wound and are separately insulated independently of slot insulation.
LUNDELL UN1VERS.\L MOTOR.
The commutators are built on the lines of the standard street rail-
way practice giving a rigid support to the bars. The commutator
shells are ventilated through their centers, which construction aids
in securing cool running of the commutators.
A new principle is involved in the brush device of this motor,
namely : the placing of two carbon brushes in tandem on one stud.
I he total brush surface in this construction is the same as though
the brushes were side by side, hut as any irregularity in the commu-
tator does not lift both tandem brushes from the commutator at
the same time a better contact and therefore, a cooler, smoother
running commutator is obtained. For variable speed work the brush
at the leaving edge is made of high resistance carbon to Uke care
of the sparking conditions and the other brush of high conductivity
to care for the current, which combination is successful.
The Birmingham Railway, Light & Power Co. has in force a
modified "Brown" system of discipline, with the workings of which
it is very well satisfied. The principal point of difference in the
scheme as adopted at Birmingham lies in the preponderance of the
merits as compared to the demerits. Employes are not discharged
on their merit and demerit record, but for special offenses only.
The advantage, therefore, of die merit and demerit record, as this
company keeps it, is to differentiate among the good men rather than
among the poor ones, as this is shown by their individual records
on which appear credit balances of merits.
128
STREET RAILWAY REVIEW.
[Vol. XV, No. 2.
Miller Anchors.
The accompanying illustration is that of the Miller anchor for
railway wrecking purposes, together with auger for setting them.
These anchors can be set in from 30 to 40 minutes, eight feet deep,
and will stand a strain of 40 to 50 tons. The anchors are made
in three sizes. 10x25 in., with i'4-\n. rod, 9 ft. long; 10x30 in.,
eluding several controlled by the British Electric Traction Co., Ltd.,
and have given very satisfactory results.
The sales office of the American Ventilating Co. is at 15 CortUlndt
St., New York City, and the officers of the company are : Presi-
dent, Anderson Fowler ; secretary, Richard B. Kelly, who is vice-
president of the Fifth National Bank ; treasurer and general man-
ager, H. M. Shaw.
MILLER ANCHOR AND AUGER.
with iH-m. rod, 9 ft. long; 10x30 in., with ili-in. rod, 9 ft. long.
The anchors are made of cast iron and the rods of wrought iron.
The anger has a 9- ft. stem, one inch in diameter, with an adjustable
handle, as the anger goes down the handle can he moved up the
stem.
The Miller Anchor Co., Norwalk, O., wliich manufactures these
wrecking anchors, also manufactures a line of smaller anchors for
anchoring guy wires to telephone and trolley poles, together with a
combination auger with two boring heads for the different size
anchors. The Miller rock anchor is also a product of this company
and can be used in any kind of rock. They are ij4 •"■ i" diameter
and 3^ ft. long, with a J^-in. rod, and will stand a strain of 15,000
lb. The Miller products have met with a great deal of success and
are used extensively throughout the country by such concerns as
the Bell Telephone Co., the Appleyard Syndicate, the Detroit &
Toledo Construction Co. and the United States Telephone Co.
The Buckeye Automatic Lowering Jack.
The American Ventilating Co.
The American Ventilating Co., owner of the Joseph Leather
United States patents, is manufacturing a new ventilator which is
illustrated in the accompanying engraving. This ventilator is manu-
factured of chilled steel, in any desired finish, and there are five
types for cars, as well as special designs for various classes of
buildings. As may be seen in the iUustration, the ventilator com-
AMERICAN STEAM AND ELECTRIC CAR VENTILATOR.
prises a double deflector and two airways, so that when the train
or car is in motion the deflector intercepts the air and injects it
through the forward airway, first taking out the cinders, dust and
smoke. A partial vacuum is maintained behind the deflector so
that the foul air is drawn out through the rear airway and thereby
the air in a car is changed in a very short time. Cars in service may
be equipped in the deck sash without damage or detriment of their
appearance. These ventilators are now in use on the London &
North-Western railway, the Midland railway and the Southeastern
railway, of England, the Liverpool Corporation tramways, Liver-
pool Overhead railw.iy and a number of other electric railways, in-
The jack shown in the accompanying illustration is a product of
the Buckeye Jack Manufacturing Co., of Louisville. O.. and is what
is known as its No. 2 automatic lowering jack, being suitable for all
general lifting purposes. This jack is one that has given general
satisfaction and gratifying results as used by electric railway com-
panies in track construction, and in emergency cases, such as a de-
railment or accident. Its operation is simple and easy, operating at
any angle. The load may be moved up or down half a notch at each
stroke, and the direction is easily controlled by the eccentric at the
side of the frame. The frame or ba.^e is of malleable iron ; the rack
is of forged steel, with machine-cut teeth ; the pawls are dropped
forged, open hearth steel of high carbon; the fulcrum pin is of high
carbon rolled steel, machined : the hearings are of hardened steel
NO. 2 AUTOMATIC LOWERING JACK.
and the handles made of selected ash or hickory. The capacity of
the No. 2 jack is 10 tons, and is of the following dimensions: height
with bar down, 21 in. ; raise of bar, 10 in. ; height with bar raised,
31 in.; size of bar, ij^ x l^ in., and weight, 65 lb. The Buckeye
Jack Manufacturing Co., which has a large and well appointed fac-
tory at Louisville, O., has for some years given special attention to
the manufacture of jacks to meet the demands of both steam and
electric railroads and manufacture several other types and sizes of
jacks than that illustrated.
The Old Colony Street Railway Co. is making arrangements for
hauling tlie product of neighboring shoe factories over its lines.
Feb. is, 'QOS
STREET RAILWAY REVIEW.
129
A New Combination Mail and Kxprcss Car.
'I'lic accnmpaiiyiiig illiistralioii shows llie lypc of new coiiibiiiation
mail aiitl express car recently liiiilt liy the Laconia Car Company
Works for the rorlsnioiith, Dover & York Street Railway Co.,
Portsmonth, N. 11. The car i.s of the following dimensions: Length
over corner posts, 28 ft. 8 in. ; length over liiniipcrs, 38 ft. 8 in. ,
width over corner posts, 8 ft. ^ in.; width inside, 7 ft. 4H in.; height
from bottom of sills to top of nnniing board, 9 ft. .J4 in.; length of
mail compnrlmeni inside, 15 fl., and length nf haggnge compartment
inside, 12 ft. 11 in.
The car is hiiilt on the linos of those for steam railroad service,
having straight sides, sheathed; extended monitor roof; two win-
dows on a side in the mail c-ompMilmenl ; vostilndes at each end with
COMBIN.MTON M.ML AND EXl'RESS C..\R.
single swing doors, also single sliding door in one end of the bag-
gage compartment ; two side baggage room doors and two side mail
room doors. The car is sheathed on the inside with hard pine and
the ceilings are sheathed and painted. Mail boxes are arranged on
each side of the mail room and slots are provided in the sides of the
car directly over the mail boxes so that letters may be dropped in.
The mail room is also fitted up with one Harrison bag rack and one
slotted shelf is located over tlie bag rack, which is supported by
chains and can be folded back against the side of the car. A table is
provided opposite tlie bag rack ; it is supported by iron stands and
may be folded back against the side of the car when not in use.
'["he car is equipped with eight No. 93 T "Consolidated" heaters,
DeVVitt sand bo.xcs, Wilson trolley retrievers, Laconia scrapers and
Sterling safety hand brakes. •
The Piatt Iron Works Co.
The Phut Iron Works Co. was organized in October last to take
over the plant, business and good will of the Stillwell-Bierce &
Smith-Vaile Co., of Dayton, O. ; all of the assets of that company
were purchased from the receivers and also the new company has
secured the addition to the plant built for the old company by
Colonel Piatt. This gives the company a total ground area of 22
acres, conveniently situated as regards shipping facilities. The
equipment throughout is modern and the new company is in a posi-
tion to build all kinds of steam and hydraulic machinery. The total
capitalization of the Piatt Iron Works Co. is $1,600,000, of which
$800,000 is capital stock and $800,000 is bonds ; of the latter, one-half
remains in the treasury. The officers of the company are : Presi-
dent, H. E. Talbott ; vice-president "and treasurer, E. F. Piatt ;
secretary, G. B. Smith. The directors include J. D. Piatt, president
of the Barney & Smith Car Co., A. M. Kittredge, E. Frank Piatt,
H. E. Talbott and J. S. McMahon.
Westinghouse Crane Motor.
The Westinghouse Electric & Manufacturing Co., which has long
been actively engaged in the construction of electric crane machin-
ery, has developed a type of motors designed for the operation of
cranes, hoists, etc.. where the service is intermittent and where
heavy starting torques and wide speed variations are required. These
are known as type K motors and are made in 10 standard sizes, in-
cluding capacities from 2 to 40 h. p. The frames are of the wholly
enclosed form to guard against dust or moisture, but the working
parts may be opened for inspection or .idjiistmcnt without dis-
mantling.
Type K motors have four inwardly projecting poles, each of which
is magnetized by a separate field coil. The motors arc series-wound
and are designed to operate on direct current circuits of from 220
to 500 volts. The frames arc of cast steel, excepting the three
smallest sizes, and they are extremely compact, being nearly square
in section and requiring the smallest possible amount of head room
on a crane. The frame is built in two parts divided in a plane pass-
ing through the shaft of the armature and at an angle of 34° with
the horizontal. This arrangement allows the upper half of the field
to be removed without disturbing the gears or the shaft. 'I'hc lower
frame has four feet with holes for bolting to the support. The
opening arouTid the commutator is entirely closed by a sheet steel
band fastened by thumb screws which permits ready
access to the commutators and brush ludders. The
pole pieces are built up of soft steel punchings riv-
eted between iron end plates and the armature core
is built up in the same way. The shells arc lined
with cither brass or babbitt and are mounted in hous-
ings which may be removed without separating the
motor frame. The shafts are of ample strength and
may be extended at either end to accommodate pul-
leys, pinions or brake disks.
The brush holders of the type K motors are of the
sliding type and possess a number of points of merit.
The individual holders may be independently ad-
justed. Tension is provided by means of a coil
spring which acts through a short brass strip so that
the spring responds immediately to any movement
of the brush. .An adjustment is also included to compensate for the
wear of the commutator. All but two smaller sizes of the type K
motors have a shunt connected with the tip of the spring which is
extended back over the spring and securely fastened to the brush
holder, thus relieving the spring from carrying current. Flexible
leads are brought out through insulating bushings in the upper frame
and are either connected to terminal blocks mounted on the motor
or are directly connected to the controller lines.
A New Flooring Machine.
Realizing the demand for an efficient flooring machine suitable for
turning out the many different kinds of matched lumber which are
used in car shops, the J. A. Fay & Egan Co., 230 W. Front St., Cin-
cinnati, O.. has lately perfected and placed upon the market its new
style double cylinder "Lightning" floorer No. 106. This machine
has all the advantages which made the earlier machines of this com-
pany so useful and universally satisfactory, but to these advantages
have been added a great many new improvements, so that this
new machine is one of the most efficient floorers on the tnfti'ket.
NO. 106 DOUBLE CVLIKUER FLOORER.
The machine is built with a heavy frame having its separate parts
held together rigidly and securely. Care has been taken in the
design ,so that all adjustments can be easily and rapidly made. The
machine is highly recommended for making flooring, ceiling, casing
and siding and will work the four sides of material 15 in. wide by
6 hi. thick, matching as narrow as 1' '< in. and handling twisted and
warped lumber with facility.
Printed matter further detailing the features of this new tool,
together with a catalog of the many other types of wood working
machines whicli are made by this company may be had by addressing
the J. A. Fay & Egan Co.
130
STREET RAILWAY REVIEW.
rVoi.. XV. No. 2.
Ornamental Wire Fences for Parks.
The rapid and extensive development of amusement parks by
railway companies has been rewarded in most cases by large attend-
ance and lias made the fencing problem an important one. High
board fences are highly objectionable and recent improvements in
wire fences have attracted the attention of the discerning ones and
managers and purchasing agents are finding the sohition of their
troubles in extra heavy wire constructions.
In the modern wire fences, as shown in Fig. i. the upright wickets
or other cross wires arc made of stock even heavier than that of
the running wires and long after the galvanizing wears off there is
a sufficiently large core of good tough steel inside the rust to main-
tain the strength of the fence. Sagging and stretching are always
occasioned by the heat of summer and are scientifically provided
for by a ratchet, as shown in Fig. 2. This automatic ratchet is
placed on the back of the post, and each strand passes through a
small hole in the post and onto the ratchet. The staples on the
intermediate posts are under control of the ratches on the end post,
and a turn or two of the control of the ratchets take up whatever
A wide mesh anchor fence was erected at the Trans-Missis-
sippi Exposition at Omaha, to confine the largest bufltalo ever
held in captivity. The fence was g ft. high, with the posts 20 ft.
apart. The animal was brought by the Indians from Wyoming
and broke a number of the 6-in. posts, but not a single wire or
clamp. This remarkable exhibition of strength and durability se-
cured for the anchor fence the highest award and gold medal at
the Omaha Exposition. The anchor fence has been awarded over
30 first premiums and gold medals at other e.xpositions in America,
Canada, and Australia. Catalog giving particulars and illustrating
styles used for ornamental fencing and similar purposes may be
obtained of M. D. Jones & Co., 71-73 Portland St., Boston, Mass.
The Anderson Patent Cushioned
Non-Return Valve.
Two new valves that have recently been placed
on the market by the Best Manufacturing Co., of
Pittsburg, Pa., are shown in the accompanying
illustrations. They are known as the Anderson
patent cushioned non-return valve and the Ander-
son patent combination cushioned non-return
valve.
These valves cover a very vital point in the
general piping system of power plants. When
placed between the boiler and the header they
will equalize the pressure between the different units of a battery
of boilers as they remain closed as long as the boiler pressure
is lower than that of the header. When the boiler pressure equals
that of the header, they open and will remain in that position
without chattering or hammering. They will automatically cut off
a boiler in case of accident to the boiler, such as the bursting
of a tube, and will also act as a safety stop to prevent steam
being turned into a cold boiler while men are working inside. The
FIG. 2. FIG. 3.
slack may be occasioned by the wear and tear of time and hard
usage. The end posts have to be well set and braced very securely,
but the intermediate posts require no bracing or anchoring except
when on curves or in gullies.
Game preserves and deer parks demand fences of special height,
strength and size of mesh. The fence designed for this purpose is
one that is built on the ground, each strand being run and made taut
separately, with spacing to suit particular conditions. The upright
Fro. 4.
stays are clamped on at more or less frequent intervals at the
option of the builder, and each joint should be absolutely rigid.
The anchor clamps shown in Fig. 3 are used extensively for this
purpose with universal satisfaction. They are made from No. 16
gage steel l in. wide and galvanized after cutting. The clamp
pincher shown in Fig. 4 closes the clamp with one stroke, and at the
same time crimps both the horizontal and upright wires so that
slipping is prevented.
NON-RETURN VALVE.
COMBINATION VALVE.
sectional cut shows plainly the well arranged dash-pot for cushion-
ing the valve, which is so essential in order to avoid chattering and
hammering in this class of valves. The only difference between the
cushioned non-return valves and the combination cushioned non-
return valves is the additional feature of being able to open the
latter valve and hold it in that position if desired by simply operat-
ing the small auxiliary hand wheel.
The Best Manufacturing Co. furnishes ana erects complete piping
systems for power plants, making a specialty of high pressure valves
and fittings, and besides its Pittsburg office has branch offices at 39
Cortlandt St., New York, and Betz Building, Philadelphia, Pa.
T. E. M ITTEN
FIRST VICE-PRESIDENT CHICAGO CITY RAILWAY CO.
DIHECTOR INTERNATIONAL TRACTION CO. AND INTERNATIONAL RAILWAY CO.. BUFFALO, N. Y.
STREET RAILWAY REVIEW
Vol. XV
MARCH 15. 19U5
No. 3
McKinley Syndicate Properties of Northern Illinois.
Describing the Intcriiihan Line of the Illinois Valley Ry. from I. add. III., luist to .Marseilles.
I.
Ill llif "Rivli'w" fnr ScpU'iiibtT and Dcci-iiiIht. 1904, were dcscrilied
iIr- McKiiilry syiulicate proiicrties of central Illinois, which include
wlial will eventually form an unhrokeu line of interurhan railways
extending from Danville through Urhana. t'hamiiaign, Decatur and
Springfield down to St. Louis. In northern Illinois Mr. McKitdey
also controls two important interurhan properties, one of which is the
Illinois Valley Railway Co., the headquarters for which are at La-
Salle, 111., and the other an interurhan line, at Galesburg, which will
be described in a subsequent issue. It should be explained that while
Mr. McKinley is at the head of both of the syndicates owning these
a rural poimlation between these cities of about 5,000. LaSallc and
Peru, with a combined popni.-ition o( ig.coo people, and Ottawa with
12,000 population, are the most important cities touched by this road.
I.aSalle and Peru may be considered as practically one city, the
two places having grown together so as to leave no well-defined
boundary line between them. Locally they are spoken of as the
"twin cities" and both contain many thriving business houses and
manufactories. They arc also the center of a large coal mining
district, and coal mining forms one of the principal industries of a
number of the cities along the western end of this road. Ladd is
ILLINOIS VALLEY RY. BRIDGE AT SPKINI. VALLEY, ILL.
two groups of interurhan properties, that the two syndicates have no
connection with each other and outtide of Mr. McKinley are com-
posed of two entirely distinct groups of men.
Route.
The Illinois Valley Ry. begins at Ladd, 111., and runs south to Spring
Valley. .-Kt Spring Valley the road turns east and runs in a gener-
ally easterly direction through to Marseilles. The principal points
lying between the termini are Spring Valley, Peru, LaSalle, Utica
and Ottawa. The total length of the road is 36 miles, and the
entire route at present constructed is shown on the accompanying
map,
1 lie total iwpulation served is about 42,000, divided as follows :
Ladd. 2.000; Marquette, 350; Spring Valley, 8,000; Peru, 7,500 ;
LaSalle, 11,500; Utica, 2,000; Ottawa, 12,000; Marseilles, 4,000, and
almost exclusively a mining town, and Marquette, otherwise known
as "No. 3", consists merely of a settlement at one of the mine shafts
At a point on the electric line three miles from Ladd. the Chicago,
Milwaukee & St. Paul Ry. is opening a mine which it is stated will
have one of the largest outputs in the world.
The Illinois Valley Ry. parallels the Chicago. Rock Island S
Pacific Ry. from Marseilles to Spring Valley and the Chicago, Bur-
lington & Quincy R. R. from LaSalle to Ladd. It crosses the
Chicago, I^urlington & Quincy at Ottawa, the Chicago. Rock Island
& Pacific at Split Rock, the Illinois Central at LaSalle. the
Chicago, Burlington & Quincy, the Chicago, Rock Island & Pa
cific and the Indiana. Illinois & Iowa railroads at Spring Valley
Of these crossings three are at grade and the others are either over-
head or under crossings. The three grade crossings are all witii
transfer tracks or branch lines, none of the three main line rail-
132
STREET RAILWAY REVIEW.
[Vol. XV, No. j.
roads crossing at grade. The route of the electric line follows Illi-
nois River quite closely for a greater part of its length, and for a
considerable distance lies between the Illinois River and the Illinois
&• Michigan Canal. The surface nf the cminlry i* bnikcn and in
road leaves LaSalle it makes a crossing with the Illinois Central
railroad, and has a short but steep descent of 7 per cent down to
the river valley. A short distance beyond this it crosses the Ver-
million River, and the next and principal point of scenic interest
SPLIT ROCK DRIlir.F., 2 MILES E.\ST OF LA SALLE, ILL.
places very irregular; the route selected is apparently the only
available one, and it offers many unavoidable sharp curves and
several heavy grades. It also required the building of a number
of bridges. These condition- explain the fact that in building the
on tlie route is Split Rock, several views of wliich are shown lierc-
witli. .As will be seen from the illustrations, the formation of tlie
country at this point is very interesting. Two steam roads pass
through .S])lit Rock, one through a natural opening and another
^Ik
^^B^^' ' ^^^^^^^^B^Gc^^^DH^BHIH^kd
i^iJBIo^r^fl
•^)k . Nk
npijs. ^^
F^h
LOOKING E.\ST FROM SPLIT ROCK BRIDGE.
SPLIT ROCK BRIDGES.
road very high speed was not taken into consideration. Aside,
however, from the difficult profile of the line, there is apparently
no reason for a specially high speed service, as the road does not
through a tunnel cut through the solid rock. The electric road
makes an overhead crossing with the two steam roads and with the
Illinois & Michigan Canal, which also passes through Split Rock, by
MAP OF THE ILLINOIS VALLEY RV.
connect any large centers of population calling for a fast through
service, but rather the traffic is very evenly distributed between a
comparatively small number of medium-sized towns.
Between Ottawa and LaSalle the road lies in a picturesque country,
in which there are several notable points of interest. Just as the
means of two steel bridges thrown across the openings through which
the two steam roads run.
A short distance farther on, a peat bog was encountered in the
construction of the road, and this part of the roadbed which covers
a distance of two miles had to be cut out by men with shovels and
Mau. 15. '<P5\
STR
RAIIAVW RF.VIFAV
133
vvlici'lli.irrciws. Al Ulic:i llii- roiiti- is ilirciiiuli a CDriier nl Ihc town,
about Iwi) blocks from llic main llioroiiKlifarc. Ut-yoncl Ulica lies
ii popular summer resort known as Starved Rock, 'i'his is a huge
(lat rock of consiclerahle size, which lies isolated upon the plain,
and obtains its name from the legend of a band ni liidiaus said
to have been stranded upon this rock during a warfaring expedition,
where they were confined until all starved to death. Near this iioiru
is a group of sulphur springs, which are locally celebrated, and
which draw considerable excursion traffic. The company's gravel
pit lies a short distance beyond this, and in this pit 45,000 yards
of gravel have already been <\ui!, and utilized for ballast upon the
road, IIiiITmIii Rnclv is llu- lu \l puinl of scenic interest, and is a
Wliislling Mgn- are panM'-d al Irorn t/x) to >i(M ft. of crossings,
llie colors being arranged as just dcscriticd with a large "W" in
black painted on a wliile signboard. On llie right of way 600 ft.
from each crossing is placed a sign which reads "KXOoo." There
are also signs along Ihe right of way prohibiting trespassing, and
special warnings in regard lo trespassing arc posted at each end
of all the company's bridges. The culverts are of two kinds, the
smaller ones being bnilt of wood and the larger ones of concrete.
There are a number of bridges along Ihe road, all of which were
designed for so-ton inlcrtirban cars. All these bridges are of steel,
and rest on concrete abutments, 'the longest bridge is located in
llii- town of Spring Valley, and is 640 ft. in length.
FOX RIVER BRIDGE .\T OTTAWA, lu..
curious ruck fcu-iiiation abimt 100 fl. hi^h. three-(|uarters of a mile
long and nne-(iuarler of ,1 mile wide, Tlie LaSalle County farm
lies a short distance beyond this, and the Chautauqua Park is tlie
next point of interest, before reaching Ottawa, which is the couuiy
.seat. Tliere are no points of sjiocial interest between Ottawa and
Mar.scilles, the present terminus. The latlir place is developing a
large manufacturing interest operated by means of a considerable
water power which the Illinois River affords. Paper manufacturiuy
is the predominant industry here.
Roadbed,
The track is laid with (lodb. f-rails of the .\. S. C. E. standard
section, rolled by the Candjria Iron Works, and in passing tlirougli
parts of the city a 6-in. T-rail is used. These rails are laid on
white oak ties of standard size spaced 24 in. between centers. The
line is well ballasted, four miles being built with cinder ballast, and
the rest with gravel ballast taken from the pit previously mentioned.
The maximum grade is 7 per cent, the maximum fill .^.i ft, high, and
Oi:e of the illusjrations shows a long tangent located two miles
east of Utica, III., and this illustrates the character of the roadlicd
and overhead construction on most of the road. The overhead work
is principally span work, the high-tension lines being carried on
the poles on one side, while the low-tension feeders, telephone lines
and block signal wires are carried on the opposite side of the poles.
A separate high-tension pole line three miles long has also been
built.
The trolley wire is No. ocoo copper wire of figure 8 section, and
there are two No. 0000 bare copper feeders on the low-tension side.
The overhead fittings are of the Ohio Brass Co. make and were fur-
nished by Porter & Berg. United States block signals are used on
parts of the line. The telephones are of the Stromberg make.
Rolling Stock.
Ihe company operates 11 interurban cars, two of which were built
by the John Stephenson Co., seven by the St. Louis Car Co., and
two by the Kuhlnian Car Co. These cars are all mounted on St.
TRACK CONSTRIXTION TWO MILES EAST OF I'TICA, ILL.
SPRIXG VALLEY BRIIXIE.
the maxinnun cut 20 ft. deep, this being the rock cut. A special
style of painting the poles has been adopted for warning signals
on approaching down grades or sharp curves. .\t a distance of 8
poles from the beginning of a grade or curve, the pole is painted
with a 6-in. black ring around it, then a wdiite ring, next a narrow
black ring and then 18 in. of bright red, and then white down to
the ground. The white section is made longer and longer on each
successive pole as the point of the grade or curve is approached.
Louis Car Co.'s M. C. B. trucks, and each is equipped with four
G. E. 57 motors and K 14 controllers. Two of the cars are 28 ft.
two 30 ft., two 32 ft., and five 34 ft. in length. There is also one
baggage and express double truck car, mounted on Peckham trucks,
and equipped with four Westinghouse No. 69 motors.
For the local line in LaSalle there are three 20-ft. cars, three
i6-ft. cars, and two lo-bencb open cars, all with single trucks, part
of which are equipped with two G. F. 67 motors, and part with
134
STREET RAILWAY REVIEW.
I Vol.. XV, No.
Westinghouse No. 69 motors. Kio controllers are used on all the
local cars. The 34-ft. intemrban cars have smoking rooms and
toilet rooms, and are equipped with Christensen air brakes and
Peter Smith hot-water heaters. Among the devices with which the
interurban cars are equipped may be mentioned Wagenhals head-
lights, Wilson trolley retrievers and St. Louis sand boxes. The
standard color for the exterior of the cars is Valentine's coach red.
The company owns two home-made nose plows, two side-dump
double-truck cars, two side-dump single-truck cars, si.\ center-dump
.single-truck cars, and one single-truck construction car. The com-
pany maintains quite an extensive construction equipment at the
time limit, on which the following rebates may be collected if the
book cover is returned within the time limits specified : If used
up within 30 days from date of sale, a rebate of $2.00 is allowed ;
if within 60 days froin date of sale a rebate of $1.00, and if within
90 days, a rebate of 50 cents is allowed.
For the purpose of determining fares, the road is divided into a
number of fare sections, or divisions, on each of which a s-cent
fare is charged, and a passenger entering a car pays a s-ccnt fare
for the division from which he starts, and 5 cents inore for each
division into which he travels. .Ml employes entitled to ride on
the company's cars are provided with pads of 100 tickets, and no
LOOKING WEST FROM SPLIT ROCK BRIDGE.
gravel pit; there is a number of both wheeled and slip scrapers
which are used in digging gravel. .A.! the gravel pit are a storage
house for feed, a conk house, with full kitchen outfit, and a bunk
house for 15 men. Tlie company does considerable business in
supplying gravel for building some of the local country roads, and
has supplied as much as 16 car loads per day to Spring Valley. At
another pit in Webster Park, 10 cu. yd. of gravel per hour are deliv-
ered with two teams.
Sul)-Stations.
There arc two sub-stations along the line, one of which is near
Ottawa, and is shown in one of the accompanying illustrations, and
SUB-STATION AT OTTAWA, ILL.
the other is on a long grade not far from the western terminus of
the road. The Ottawa station is a rotary converter sub-station of
the usual type, and contains standard Stanley equipment of step-
down transformers, rotary converter, etc. The other station is a
storage battery station, and contains a battery of "Chloride" accumu-
lators which floats upon the line.
Some Operating Points.
The only card tickets used by the company are return trip tickets,
no single trip tickets being sold. A reduction of 5 cents is made on
return tickets. Three styles of books of tickets are in use. one of
which is a commutation book, issued for an individual, between
two given points. Another book contains 100 coupon tickets of a
face value of five dollars, which is sold for $4.50, or a reduction
of 10 per cent. The other book is a lOO-ticket coupon book with r
riding on badges is permitted. The collector must collect cither a
cash fare or a ticket from every passenger.
A rather unusual method of making conductors' returns is in
vogue on this road. No cash is turned in to the office by the con-
ductors, but instead of this each conductor at the end of his day's
run deposits all his cash fares at the company's bank, together with
a remittance slip, merely giving the amount of currency, silver and
copper deposited, which is signed by the conductor. This remit-
tance slip has a duplicate slip attached, upon which the cashier of
the bank acknowledges each deposit made by the conductor, and this
part of the slip is forwarded to the cashier of the railway company.
The two slips together measure "H x 6j<i in. and perforated so as
to be readily torn apart. The text of the deposit slip is as follows :
B
ILLINOIS VALLEY RAILW.W CO.
Remittance Slip.
LaSalle, 111., 190. .
To the LaSalle State Bank :
Please find enclosed the following remittance and place the same
to the credit of the Illinois Valley Railway Co. :
Currency $
Silver
Copper
Total
ILLINOIS VALLEY RAILWAY CO.,
Conductor.
The text of the other half of the remittance blank is as follows:
A
ILLINOIS VALLEY RAILWAY CO.
Remittance Slip.
LaSalle, 111 190. .
To the Cashier, I. V. Ry. Co. :
We have received the following remittance from
Conductor, and placed the same to the
credit of the Illinois Valley Railway Co. :
Currency $
Silver :
Copper
Total
LA SALLE STATE BANK,
Cashier.
Mah. is, 1905.]
STREET RAILWAY REVIEW.
135
I lie iiianaKfiiK'iit considers that this practice saves considerable
office work, as it dispenses with the handling and counting of large
amounts of currency of small denomination. At the same lime the
conductor deposits his money at the bank he deposits an envelope
al the oHlce of the railway company containing his tickets and trans-
fers collected, on the outside of which is a form which he fills in
and signs. This form includes the date, route, starting and closing
lime, register and key nnmher, transfers, tickets and fares collected,
cash deposited, car nuniher, trips and mileage. The cash deposited,
which is entered on this envelope, must agree with the acknowledge-
ment from the cashier of the bank.
The comjiany employs about 50 men in the uniformed force, two
attendants at the rotary converter sub-station, and in the power
house there are one chief and two assistant engineers, two firemen
and two helpers, and one man for the ash pit. The lighting nia-
chiiiery in the stalinn runs 24 hours per day, and the railway ma-
chinery 18 hours per day. The cost of power in this station has
been reduced to a very satisfactory figure, l)cing about .9 cent per
kilowatt-hour, with coal at $1.60 per ton.
During the winter there arc six interurban ami three Incal cars
in regular operation, and during the summer seven interurban and
three local car.s, with extra cars on Saturdays and Sundays.
The company's rules for employes are practically identical with
ihc A. S. K. A. rules, with the exception of one rule in regard to
the painted posts at grades and sharp curves. On approaching a
painted pole the conductor rings one bell and the motorman answers
with three whistles. He then receives two bells to go ahead.
The general system of accounting used by the company follows
(he .\ccountants' Association standard. The freight and oxpress
liusiness of the company has not been very fully developed, owing
largely to the fact that while the road has been in operation on
both sides of LaSallc for over a year, the tracks have only recently
been connected through this city, previous to which it was neces-
sary to transfer passengers across this break in the road. It is
unlikely that the company will attempt to develop any business in
heavy freight, owing to the heavy grades and sharp curves on certain
parts of the line. An excellent opportunity, however, is offered
for the development of light package express business between the
different towns along the line, and a good start has already been
made in this direction.
The portion of this road already built may be considered as the
beginning only of a future .system of considerable extent. Plans
have already been prepared for further extension of the road in
both an easterly and a westerly direction. It is probable that the
next step will be in the direction of an extension running east from
Marseilles, and the purpose is to ultimately extend this eastern
branch to connect with some of the suburban lines entering Chicago.
The officers and heads of departments of the company are : W. B.
McKinley, president; George F. Duncan, vice-presidept ; Edward
Woodman, secretary and treasurer; H. E. Chubbuck. general man-
ager; Frank Bedard, superintendent; Charles R. McMillin. assistant
superintendent and master mechanic. ,
(To he continued.)
March Meeting of the Indiana Electric Rail-
way Association.
The regular meeting of the Indiana Electric Railway .Association
was held at Lebanon, Ind., March gth. The Indianapolis & North-
western Traction Co. provided a special car leaving Indianapolis
shortly after 9 o'clock. On reaching Lebanon a brief inspection
was made of the power house and shops of the Indianapolis &
Northwestern Traction Co.. after which the meeting was called to
order at II :20 a. m. in Castle Hall.
In the absence of President Henry, who is now in California for
a trip of several weeks, the vice-president, Mr. J. W. Chipman,
general manager of the Indianapolis & Eastern Railway Co., pre-
sided. Mr. Paul H. White was also unavoidably absent, and Mr.
E. G. Hendrickson, auditor of the Indianapolis & Martinsville Rapid
Transit Co., served as secretary.
After the reading and approval of the minutes of the, last meet-
ing, the subject for discussion, "Coupon Ticket Books." was opened
by Mr. F. D. Norviel, who stated that after three meetings of the
committee, the compilation of data concerning rates on the Indiana
electric lines, and conferences with representatives of the Ohio In-
terurban Railway Association, the committee felt that it could not
report definitely at this time, and asked that it be given another
month for further consideration. Me suggested, however, that a
preliminary report, which had been prepared by Mr. W. R. Mc-
Kown, be read and discussed at this time.
Mr, McKown reported that the committee had secured from the
Indiana roads interesting information as to the number of miles
operated, the rates per mile one way on which fares were based, the
percentage of reduction allowed on round trip tickets, and ihc
percentage of reduction given on mileage books now used.
These reports show that the rate per mile varies from Ij^ to 2%
cents, the average being 1.7 cents per mile. For this reason, the
committee believed that a mileage book would be entirely imprac-
ticable, and therefore recommended a coupon ticket IxKik that would
be interchangeable. At present Indiana companies are selling mileage
books, coupon books or lOO-ride books, to meet various local condi-
tions, an<I on these the discounts range from 10 per cent to 60
per cent.
The difficulty standing in the way of adopting the Ohio inter-
changeable coupon bofjk is that the roads in Ohio receive nearly 2
cents per mile, so that with a discount of 16 2-3 per cent the net
rate received by them is between I'A and i 2-3 cents. With a rale
on mileage books on the Indiana lines that is about I'/J cents now a
discount of one-sixth more would reduce the net rate to I'A cents,
which is considered as too low. Mr. McKown, in this report of
progress, made a number of recommendations as to the coupon book
that would best serve the needs of the Indiana roads. The report
was afterwards withdrawn, so that its recommendations are not
available for publication at this time.
.'\ general discussion as to conditions to be met in designing a
book that would be satisfactory for both the Indiana and Ohio roads
followed.
Mr. E. C. Spring, president of the Ohio Interurban Railway As-
sociation, was present and addressed the meeting. He stated that
it had been difficult to agree upon the Ohio book, which has been
in use for several months and is now very popular, and expressed
the belief that the Indiana association could solve the question before
it in an equally satisfactory manner. He suggested that data similar
to that compiled by Mr. McKown be secured for all of those Ohio
roads which could be parties to any contract that might be entered
into by the Indiana companies. .\t this time all Ohio interurban
roads, except the .Appleyard properties, are using the Ohio book.
and it is expected that arrangements will very shortly be made by
which the Applcyard lines can join the others, thus making the
books available for through service between Zanesville and Rich-
mond, and also from Cincinnati through to Toledo and Cleveland,
as soon as the Findlay-Lima road shall be completed.
Mr. Charles G. Lohman. superintendent of transportation of the
Indiana Railway Co.. South Bend, was added to the ticket com-
mittee, which was given a month longer and instructed to confer
with a committee of the Ohio association before making its final
report.
The resignation of Mr. A. L. Drum as a member of the executive
committee was received and accepted.
The meeting then adjourned, after a vole of thanks to Mr. C. C.
Reynolds and the Indianapolis & Northwestern Traction Co. for
the courtesies extended on the occasion of this meeting.
After dinner at the Richey House, the party boarded a special car,
which made the run to Lafayette and then returned to Indianapolis.
\'ery fast time was made in both directions, the run from Lafayette
to the terminal station in Indianapolis being made in something less
than 2'4 hours.
Terminal Station for Detroit.
Messrs. Henry A. Everett, C. W. Wason and Warren Bicknell. of
Cleveland, O. ; J. C. Hutchins, of Detroit, and Valentine Winters, of
Dayton, on March 9th, visited Indianapolis to inspect the Traction
and Terminal Building. Mr. Hutchins advises us that he is not
satisfied with the present terminal station for interurban passengers
in Detroit, and the company is casting about for better arrange-
ments, but as yet has not determined upon a plan. Practically the
same situation exists at Toledo and something will probably be done
there also.
The Power Plant of the Chattanooga Electric Co.
The power plant of the Chattanooga Electric Co., of Chattanooga,
Tenn., is of especial interest as a steam turbine station for a con-
siderable time in practical operation, and also for several features
of design and operation, among which may be mentioned the in-
stallation for cooling condensing water and the unusually complete
equipment of meters in the station. The principal business of the
company is lighting and power, but it has since July 3, 1904, fur-
nished all the current used by the Chattanooga Electric Railway Co.,
and part of it since July, 1902.
The Chattanooga Electric Co. was organised Mar. i, 1903. and
Jan. I. 1904, took over the Chattanooga Light & Power Co.. which
had at that time nearly completed the work of building an addi-
tion to its power plant. The old station had an aggregate
capacity of 1,640 kw., besides two Brush arc machines of 100 lights
pad'. The 1,640 kw iiu-liulcd 500-volt m.Tchines of 1.060 kw.
main flue at its greatest cross section measures 7 ft. in width and
10 ft. 6 in. in height.
In the generator room are three 500-kw. Curtis steam turbines,
which drive three-phase, 2,300-volt, 60-cycle alternators. These
three units constitute the new generating equipment at present in-
stalled. A i,soo-kw. turbine unit will be next installed when the
demand on the station justifies its use. A 400-h. p. tandem compound
engine driving a 500-volt direct current generator, and a 200-kw.
three-phase alternator, which constituted part of the old equipment,
are held as a reserve.
There are provided three Worlhington surface condensers with
2.000 sq. ft. of cooling surface each, and each is equipped with
auxiliary coolers. For circulating the condensing water there are
two 75-h. p. Worlhington centrifugal pumps, one of which is a
single stage pump driven by a 75-h. p. G. E. induction motor, and
POWER HOUSE OF CH ATT.\NOOG.-\ ELECTIUC CO., OOUU.NG I'UNU IN FOREGROUND.
capacity and alternating current machines of 580 kw. capacity. The
addition to the old station was 75 ft. long, making the present engine
room 165 ft. long by 45 ft. le in. wide. The boiler room is some-
what longer, its dimensions being 180 ft. by 36 ft. 4 in.
The building is of brick, with roof of book tile covered with
asphalt and gravel, and carried on steel trusses. There are now
installed 2,640 h. p. of boilers, and foundations are now in place for
two more of 410 h. p. each. Four new Babcock & Wilcox boilers
of 410 h. p. each, provided with superheaters and designed for 200
lb. working pressure, although the pressure carried at present is
ISO lb., were placed in the new portion of the station.
The stacks are two in number and situated at opposite ends of
the building. That for the old portion of the station is 150 ft. high
and 6 ft. internal diameter. The new stack, which was designed by
Sargent & I.undy, of Chicago, is 200 ft. high and 10 ft. internal
diameter and lined throughout with fire brick. The foundation for
lliis is of broken stone concrete. 30 ft. square and 25 ft. deep. The
the other a two-stage pump driven liy throttle valve simple engine,
the exhaust of which is used to heat the feeder water; the feed-
water heater is of 3,000 h. p. capacity of the "National" closed coil
type. The air pumps are Worthington make, known as the rotative
vacuum pump, and both are steam driven.
The transformer equipment of the station includes four 300-kw.
rotary converters, 600 volts on the direct current side and 400 volts
si.x-phase on the alternating current side ; and four 330-kw., 2.300-
volt-440-volt, three-phase-six-phase transformers. Three of the ro-
tary converters are used for the street railway and the fourth motor
loads.
The auxiliary apparatus includes three exciters, one of 3S-kw.
capacity driven by a G. E. vertical compound marine type engine
operating at 450 r. p. m., one of 35 kw. driven by a 50-h. p. three-
phase induction motor, and one of 13 kw. driven by a 20-h. p. in-
duction motor.
On the switchboard arc eight railway feeder panels, four lighting
Mau. 15. ups.l
STRFJiT RAILWAY REVIEW.
137
fcL-der panels, Willi nil svvilches and two tlircc-phase feeder panels.
The .station is pi-ovi<lcd witli nielers so that the entire output may
ho carefully and systematically measured, including the power re-
,|,„ird for operating all the electric auxiliaries in the station itself.
I here are altogether 26 meters in the station, all hcing Thompson
induction wattmeters, single phase and polyphase, excepting the four
„n the direct current ends of the rotary converters. 'I his meter
ci|uipnient will enal.le interesting and valnahle data lo he secured,
tiiougli tlu'V have been in service loo short time to enahle residts to
he presented in connection with this article.
One of the most interesting features of this station is the method
sizes of piping the piers are 18 in. square with footings 24 in. square,
and the other piers arc 12 in. square with footings 18 in. square.
One of the illustrations shows the type of roller bearing placed on
top of the piers to permit free expansion and contraction of llic
pipes. For the 24-iii. pipe leading from tlic condensers lo the cool-
ing pond the rollers consist of 2-in. cylinders 12 in. long.
riie nozzles were furnished by the Schultc-Korling Co.. of Phila-
delphia. I'hc discharge opening is I'A in. in diameter and the in-
terior of the nozzle is provided with spiraling so that in its passage
the water is given a rotary motion, the elTect of which is lo greatly
increase the spraying or dispersion of the water after leaving (he
ririNii ni.\iiK.\M of cooling poxd.
01 cooling the condensing water. Adjoining the building a pond
about 150 X 300 ft. was excavated to a depth of 4 ft., the level of the
water being about 8 ft. below the condensers. Circulating water
returned from the condensers is distributed through a set of pipes
provided with 42 nozzles, through which the water is discharged
upward. The complete design for the distributing piping is shown
in one of the accompanying illustrations and provides for 78
nozzles. The portion of the piping not yet installed is indicated in
the drawing by dotted lines.
The rectangle defined by the center lines of the outermost pipes
is 98 ft. 4 in. by 125 ft. The pipes are supported upon brick piers
spaced at intervals of about 20 ft. in each direction; for the larger
nozzle. The nozzles, except on the extreme outer lines of piping,
where they are single, are placed in pairs with the axes in a vertical
plane at right angles to the center line of the supply pipe, the axis
of each nozzle making an angle of 30 degrees, with a vertical plane
through the center of the supply pipe. The connection of each
nozzle to the supply pipe is by a 3-in. nipple 6 in. long. The effect
of each pair of nozzles is to throw a mass of spray to the height of
about IS ft., which in falling covers an area of 15 x 30 ft The cen-
tral pipe of the cooling system, when the additional piping now in-
dicated by the dotted lines of the diagram is installed, will be pro-
vided with an expansion joint.
.•\ dike extending nearly across the pond ne->r nf end provides
138
STREET RAILWAY REVIEW.
LVoL. XV, No. 3.
a canal through which water is conducted to the suction chamber,
the object being to draw the supply from distant parts of the pond
to give greater time for cooling. The suction chamber is a brick
well, 14 ft. 6 in. square, with an entrance 12 ft. wide fitted with
perature for each day is the average of readings taken at intervals
of three hours. The humidity curves shown were plotted from data
furnished by the United States weather bureau at Chattanooga, the
lunnidity for each day being the average of observations made at
7 a. m. and at 7 p. m.
The new equipment of the station was put in com-
plete operation July 3, 1904, since which time the three
turbine units have been in continuous daily operation,
supplying all the current required by the Chattanooga
Electric Railway Co. and the lighting of the city, with-
out any interruptions whatever.
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I I
7
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THREE 5O0-K\V. I lUTIi TIHBINE UNITS.
TYPE OF ROLLER BEARING ON PIERS.
racks ; controlling the flow of the water are two gates 4.x 4 ft. The
suction pipe is 24 in. in diameter.
The loss of water in the pond is supplied from a well 550 ft.
deep, from which water is drawn by means of an air lift. An In-
gersoll-Sergeant air compressor supplies air for this purpose; this
machine is located in the boiler room of the station.
The operation of the cooling pond for a warm month and for a
cold month is shown by the curves in two of the accompanying
diagrams. It will be observed that during the month of September.
1904, the circulating water was cooled from 10^ to 15 degrees by
being sprayed through the air. This variation in the extent of
cooling is due to the difference in relative humidity and the effect
of a very humid atmosphere can be very easily traced on the dia-
gram as shown.
During the month of January, 1905, the cooling effect varied from
l6;4 to KjYi degrees. In the temperature curves shown the tem-
/O /3 /<*•/? ^ 2S ZS
The plant was planned by the engineers of the General Electric
Co., which furnished the machinery and did the construction work.
Sargent & Lundy, of Chicago, were in consultation on portions of
the station, having designed the new stack and advised as to the
cooling pond and condenser installation.
The manager of the Chattanooga Electric Co. is Mr. Byron T.
Burt, to whom we are greatly indebted for the foregoing data and
illustrations.
re'ff^e^/rri/^£ ^m^ /Fn^r/fs »c//7/o/t> — Ssfrs/vss/fj/ao^f.
Tsrf/^s/^/77-Lf/i'£- ^A^£> /PS'z.^r/k^^ /^i/^^/o/ry -c/^^/y^/py, /SO^
Mah, r.s, I'P.sl
STREET RAILWAY REVIEW.
139
Kcccnt Work of the ICIcctric Railway Ti;st
(loiiiiiiission.
IIV IIKNKV
II. NdHUlS, SI'l'KUINTENUKNT OF KI.FXTRIC RAILWAY TESTS.
I 111- lirlil w"rl< i)f ll"' I'.li^clric Railway 'lest Commission is now
ncariiiB cimiplctioii, tlic Icsl corps now beinR at work upon the lines
of tlif Indiana Union Traction Co. investigatiiiK the air resistance
In llic million of car bodies. As will l)c rcnicnilicrcd, tlic Comniis-
sidii, consistiiiR of Messrs. J. G. White, II, II. Vrecland, J. H.
McGraw, W. J. WilKiis and G. F. McCnlloch, was appointed over a
year ago by rrcsidoni Francis of the Ijjuisiana Purchase Exposi-
tion in consnllation with Professor VV. F. Goldsborongh, chief of the
Deparlment of Flectricity. 'Ihe Coiiiniissioii immediately began
prepar.itinii fur tests at S(. I.oiiis and elsewhere and early in the
snninicr aclii.il lesling was begun. A test corps of ample size,
selecli'cl liniii v.irious technical schools, has been at work making
such tests as were recommended by a number of engineering com-
niiltees appointed by the Commission to act in an advisory capacity.
'I'lie tests have comprised studies of the alternating current losses
in rails; of the efficiency of various methods of braking and accelcr-
.-ilinn bnlh city and interurban cars; of the energy consinnption in
powerful hand-brrikc rigging was also constructed, with the "Pea-
cock" brake drums supplied by the National Brake Co. Special
bufTers were constructed to prevent damage to other cars in
. coupling, and heavy chains were used to prevent excessive motion
of the car frame with respect to the trucks. As Ihe frame was
raised considerably above its usual height by the changes men-
tioned, this was considered desirable.
An interurban car body, 32 ft. long without vestibules, rolls freely
upon rails screwed to the flat car floor. This body with a special
steel vestibule and a standard vestibule was supplied by the J. G.
Hrill Co. t'nder the side sills of the dynamometer body are
mounted eight Chapman double-ball bearings and- these carry four
axles of 3 7-16 in. diameter, 9 ft. long. Upon the axles are specially
chilled wheels, 12 in. in diameter with ground treads. The rails
are also ground where they come into contact with the wheels. By
this method of mounting there is, for practical purposes, no friction
between the body and the flat car floor. The l)ody is restrained
from excessive motion by various effective safety devices. The
jiressure of the air upon the body is measured by means of scale
beams, constructed for the tests by Fairbanks, Morse & Co. and
lent by them. The beams are supplied with dashpots, and the
weighing mechanism consists of Ihe regular beam with weights and
\^ "rt .t^
INTERIOR VIEW OF TEST CAR.
cars with different kinds of service; and of the resistance oflfered
by the air to the motion of cars at high speeds.
While the earlier part of the work has been described in some
detail in the technical press, but little has been said regarding the
special dynamometer car designed and constructed for the purpose
of measuring directly the head and rear pressures and the side
and roof resistances of car bodies. This car was recently com-
pleted at the shops of the Indiana Traction Co. at Anderson, Ind.,
this company having co-operated heartily in the rather tedious work
incident to an experiment of this sort. The equipment for the car
was secured partly by loan and partly by purchase of supplies
through funds donated to the work by various electric and steam '
railway companies and by engineers interested in the investigation
of important railway problems. The Indiana Union Traction Co..
in addition to the facilities offered in its shops and offices, placed
at the disposal of the commission a pair of high-speed Baldwin
trucks and a set of four Westinghouse No. 85 motors, rated at 75
h. p. each. The Baldwin Locomotive Works made the changes in
the center plates and side bearings of the trucks necessary to enable
them to turn freely under the frame of a steel flat car loaned by the
Pressed Steel Car Co. .\ motor-compressor of ample size with
governor and brake cylinder was furnished by the National Elec-
tric Co. and the test corps designed and constructed the special
br.ikc rigging necessary to adapt these to the steel car frame. A
VIEW- SHOWING MOVABLE VESTIBULE AND GUIDE FKAME.
poise, and in addition a spring balance with dial is employed to
render easier the manipulation of the machine.
For the purpose of separating the head and rear resistances from
the total, the vestibule is independent of the body, but is carried
therefrom by means of a link suspension. In order to guide the
vestibule and to transmit the pressure to the weighing device a
steel-trussed oak frame, attached to the vestibule, projects into the
car a distance of S ft. and is guided on all sides by small Chapman
bearings. This method of suspension has proved very satisfactory.
In order to secure stability of the vestibule and body, each of these
is held against the scales by counterweights, the forces of which
are transmitted through bell-cranks and levers, all equipped with
knife-edge contacts.
In order to eliminate from the measurements all forces but those
due to the air, the controllers are mounted upon iron stands car-
ried upon the floor of the flat car and projecting into the car body,
thus removing the effect of stiffness in the controller cables, a
serious matter in a car of this size. Similarly the trolley base is
inside the car, carried upon the top of an oak post which projects
upward from the flat car. No error is possible, therefore, from the
resistance between trolley wheel and wire. W'hile the forces men-
tioned are small in amount, the sensitiveness of the apparatus is
such that tlie precautions taken are necessary.
The con.struction of the air resistance car was carried out by the
140
STREET RAILWAY REVIEW.
[Vol. XV, No. 3.
test corps, which put in about three months in the actual detail
work. This included the assembling of the equipment, the con-
struction of the special brake rigging and other equipment, with
the exception of the heavy steel and wood work, which was done
by outside parties from the funds of the Commission. The corp?
also wired the car for a double-end controller arrangement, one
controller of the Westinghouse L-4 type being loaned by the Trac-
tion company, the other by the Westinghouse company, the latter
also supplying a pair of circuit breakers and a large number of re-
sistance grids for controlling the running speed of the cars.
The Commission has realized the necessity of making e.xact meas-
urements of all of "the quantities involved in these tests, especially in
regard to the matter of speed. For this purpose two independent
plans are employed. The test track, somewhat over 25,000 ft. ii
length, is divided in sections of 1,000 ft. each. The sections are
marked by large signs plainly numbered. The instant of passing
each sign is indicated on the graphical record of a General Electric
recording ammeter, which is also used for the current record. This
ammeter records upon a strip of paper regular intervals of five
seconds each. Upon this record is superimposed the time of passing
'■l.0UISI.\NA," WITH P.\R.\EOL.\ VESTIBULE.
each of the section signs, this being accomplished by closing a switch
for an instant as each of these signs are passed. Thus the time
of passing through a section of 1,000 ft. is accurately recorded
'Ihe second speed device consists of a small dynamo carried upon
the truck frame and geared to the car axle by sprocket wheels and
chain. This dynamo is an "Apple" igniter of the Dayton Electrical
Manufacturing Co. It has permanently magnetized field poles, but
these also carry exciting coils through which the field current of
the recording ammeter is also passed. As this current must be main-
tained accurately at a value of one ampere for current measuring
purposes, it is admirably adapted for the purpose mentioned. The
e. m. f. generated by the dynamo is read upon a Weston voltmeter
specially arranged for this purpose. The e. m. f. at 60 m. p. h. is
about 7 volts. The readings are directly proportional to the speed.
This apparatus has now been in operation for some weeks and has
demonstrated its accuracy and convenience.
In addition to the speed measurements, accurate readings at 5-sec-
ond intervals of motor e. m. f. are recorded, and the current record
is continuously checked by means of a direct-reading ammeter in
the same circuit. The direction and velocity of the wind are also
taken at frequent intervals, accurate anemometers having been sup-
plied by Queen & Co. for the purpose.
The tests on the "Louisiana," as the air resistance car has been
named, will continue until sufficient data are at hand to determine
the resistance to the motion of different shapes of car front at all
speeds reached by modern interurban cars, up to 70 miles per hour,
this limit being set by the line and motor capacities. A speed of 72
miles per hour has been reached for a short period.
During the past few days another important investigation has
been completed by the use of a car exhibited by the Cincinnati Car
Co. at the Exposition. This car is supplied with the same motor
equipment as the "Louisiana," but it has in addition the latest type
of Westinghouse electro-pneumatic control. The test made upon
this car were designed to supplement those previously made and to
supply important data, not only in regard to the control .system, but
having reference in general to heavy interurban car operation prob-
lems. An interesting feature of these tests was that all records
were taken autographically, a special recording table having been
constructed along the line of the experience gained at St. Louis.
A wide strip of paper is carried by motor power across a glass
table, on opposite sides of which the observers are stationed with
their instruments. Opposite each is a guide and pencil carriage, th»
latter of which is operated by a cord carried over a drum attached to
a pointer over the instrument needle. The observer simply follows
the motion of the needle with his pointer and the result is recorded.
The base line for each record is traced by a separate pencil carried
by an electro-magnet, through which passes the current from a time-
marker recording five-second intervals, thus synchronizing all of
the records. While somewhat similar to other recording apparatus
in use, this equipment was designed independently and has some
features of its own.
The results of all the work of the Commission will be published
in full in a report to be issued as soon as practicable after the com-
pletion of the work.
Data on Cost of Power.
Mr. A. M. Frazee, master mechanic of the Columbus, Buckeye
Lake & Newark Traction Co., at the February meeting of the Ohio
Interurban Railway Association, stated the cost of power on that
line was .41 cent per kilowatt-hour at the switchboard. This cost
includes labor, fuel, lubricants and repairs, but no charge for in-
terest on investment or for depreciation.
The station has 1,800 h. p. of boilers and two 1,200-h. p. Hamilton-
Corliss engines direct connected to 800-kw. 13,200-volt alternators,
and one 2,500-h. p. Allis-Chalmers engine direct connected to a 1,500-
kw. alternator. The fuel is natural gas at 8 cents per 1,000 cu. ft.
(8 oz. pressure).
The station output is from 5S5.000 kw. h. to 640,000 kw. h. per
month. The energy consumption is 5.6 kw. h. per car-mile.
Elevated Railway Accident in Chicago.
The rear car of a shuttle-train which operates over the tracks of
the Chicago & Oak Park Elevated Ry. from Canal St. to the old
terminus of the line at Market and Madison Sts. was derailed and
oxerturned in a fog on the morning of March 7th. The accident
was one of that peculiar class, the cause for which is unaccountable,
because in this case the frog and switch points were properly locked
in their correct position and the detector bar was unworn. The
first two cars of the train took the switch and curve properly, but
the last car was derailed and overturned in such a manner that the
front trucks followed the forward cars around the curve and the
rear end of the car with its trucks was swung at right angles across
the double track structure and stopped on the opposite track. There
were 60 people in the car at the time of the accident, but none was
injured fatally.
Membership Committee, A. S. R. A.
At the meeting of the Executive Committee of the American
Street Railway Association held in New York, February 3rd,
President Ely appointed the following committee on membership,
which was authorized at the last convention :
H. H. Vreeland, president New York City Railway Co,
C. S. Sergeant, vice-president Boston Elevated Railway Co.
James F. Shaw, president Boston & Worcester Electric Railway
Co.
William A. House, general manager United Railways & Electric
Co.
H. J. McGowan, president Indianapolis Traction & Terminal Co.
W. Caryl Ely, president International Railway Co.
Daniel Royse, editor "Street Railway Review."
James H. McGraw, Street Railway Journal.
John G. Lane, editor Street Railway Bulletin.
At the annual meeting of the Ft. Wayne & Wabash Valley Trac-
tion Co. stockholders, the old directors and officers were re-elected.
Mah. 15, rooj-l
STREET RAILWAY REVIEW
141
Rapid Theater Construction in I^lniira.
Witliin Ihrce miles nf tlic business district of Elmira, N, Y„
nestled amoiiK ll'c hills close to the Chenmng River, is a charming
pleasure resort known as Rorick's Glen Park. Nature has been
very liberal in bestowing lier gifts upon lliis locality, its natural
beauties being many. A short ride on the electric railway brings
one to the park terminal, an illustration of which is shown. This is
an appropriately arranged bnililing at the entrance of the resort
A rustic foot bridge leading to the park groun<ls spans the river
near the terminal station. Rorick's Glen Park is laid out in an
attractive manner, with well made roads and paths winding about
ibriMigb thickly wooded knolls and ravines.
Added to the natural advantages of the park are a large number
of such pleasure attractions as are usua'ly found at outing places.
In originally fitting up Rorick's Park as a street railway enterprise,
the com|)any showed its forethought by providing a great number
of well constructed Imildings for the use of visitors. The amuse-
ments located throughout these buildings and the park arc of such
a class that they will compare favorably with those of any park of
equal size. Among other favorite attractions arc a merry-go-round
nf nnn-.nal size and fine workmanship, a mini.iture railway, and
JUNK ^4 — KU1N& OF BUKNEO CASINO.
the attractiveness of the productions given on the stage. The river,
by which the entire north side of the park is tioundcd, adds greatly
to the value of Rorick's Glen as a recreation place.
PARK TERMINAL BUILDING.
many well kept pleasure boats which may be rented at a nominal
charge.
The grounds are lighted throughout with arc and incandescent
lamps, special stress having been laid upon arranging the lighting
of the theater in such a way that the illumination adds greatly to
The Elmira Water, Light & Railway Co., which controls Rorick's
Park, has traffic arrangement with the steam roads entering Elmira
by which excursion parties coming to Elmira from other cities are
sold through tickets to the park. This company operates the park
under its own management, and maintains a high standard for its
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VIEW IX RORICK S GI.EN PARK.
\^\\ IN" RORICK S GLEN PARK.
142
STREET RAILWAY REVIEW.
[Vol. XV, No. 3.
attractions. Admission to the park is free to patrons of tlic road.
In order to handle the traffic, which averages throughout the sum-
mer season 2,000 passengers a day, the company runs trains of three
JUNE 27 — LAYING NEW FLOOR.
cars each, with two e.xtra trains running as sections of the regular
train. During the winter months the traffic on this line is handled
by single cars.
When the company originally fitted up this park as a street rail-
ing the summer season. These productions are well managed, and
have been so popular an attraction that throughout the summer
seasons there have scarcely ever been any vacant seats during a
performance.
On June, 24, 11)04, this casino caught fire and burned to the ground,
leaving the railroad company without means for continuing its best
park attraction. One of the illustrations shows the ruined buildi;;j;
immediately after this fire. .'\t the time of the fire a stock opera
company was playing to the full seating capacity of the casino.
.■\fter the burning of the building this company was not released,
hut on the other hand steps were at once taken to quickly rebuild
the theater so that the loss in passenger traffic between the city
and the park would be as small as possible. The accompanying illus-
trations show in an interesting way the unique methods used by the
management in hastening this work.
.^fter the debris had been cleared away, tlic tloor of the cnlire
building was laid in its finished condition. This work was well on
the way by the night of June 27th. July ist saw the completion of
that part of the new theater which contains the stage, scenery and
dressing rooms. During the three days occupied in building the floor
and the stage a large circus tent had been ordered by wire and
brought to the park. The next two days, July 2d and 3d, were occu-
pied in adding the finishing touches to the parts of the building al-
ready constructed, and in raising the tent over the seating portion of
Jl'NE 30 — BL'ILDING ST.'\GE.
way enterprise, a casino with a seating capacity for 1,200 persons
was built, and a large stage at one end was fully equipped and
stocked with scenery suitable for the production of the vaudeville
and light opera performances which are presented twice a day dur-
thc theater. 1 he evening of July 3d saw the completion of this work
and other details, so that on the 4th of July the theater performance
was given as though no interruption had occurred. Since this time
the roof has been e.xtended over the entire tlieater, and now the com-
JULY I— STAGE COMPLETED.
Mar. is. iQOSl
STREET RAILWAY REVIEW.
143
IKiiiy has .1 liiiildiiiK wliiili is larger .iiirl hetlcr suited to tlu- purpose
than tlic old one. The scatiiiR capacity of tlii.s new casino is 1,400.
The rapidity 
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